WO2022096041A1 - Electric power-split system with a two-output planetary gearset - Google Patents

Electric power-split system with a two-output planetary gearset Download PDF

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Publication number
WO2022096041A1
WO2022096041A1 PCT/CZ2021/050066 CZ2021050066W WO2022096041A1 WO 2022096041 A1 WO2022096041 A1 WO 2022096041A1 CZ 2021050066 W CZ2021050066 W CZ 2021050066W WO 2022096041 A1 WO2022096041 A1 WO 2022096041A1
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WO
WIPO (PCT)
Prior art keywords
motor
generator
output
input
branch
Prior art date
Application number
PCT/CZ2021/050066
Other languages
French (fr)
Inventor
Jan LUKÁŠ
Jakub POSPÍŠIL
Petr Němec
Martin KRÁTKÝ
Original Assignee
Winning Steel S.R.O.
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Publication date
Application filed by Winning Steel S.R.O. filed Critical Winning Steel S.R.O.
Priority to PCT/CZ2021/050066 priority Critical patent/WO2022096041A1/en
Priority to EP21748783.4A priority patent/EP4069537A1/en
Publication of WO2022096041A1 publication Critical patent/WO2022096041A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/105—Infinitely variable gearings of electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/115—Stepped gearings with planetary gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/196—Conjoint control of vehicle sub-units of different type or different function including control of braking systems acting within the driveline, e.g. retarders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • F16H37/0826—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one output shaft
    • 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
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • 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
    • 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

Definitions

  • the invention relates to an electric power-split drive, or to a transmission device of ECVT type (electrical continuously variable transmission), which is designed for a category of automobiles and trucks, buses, rail vehicles, agricultural, construction and special work machines or ships.
  • ECVT type electrical continuously variable transmission
  • a driving electric machine (a motor-generator) connected to a standard drive axle of the vehicle, which contains a permanent bevel gear, a differential, or another permanent reduction gear.
  • a permanent transmission is inserted between the electric drive machine (a motor-generator) and the hub of the driven wheel in the case of an electric drive axle concept.
  • the axle is specific in that it contains two electric drive machines (two motor-generators), which are connected to the wheel hubs via a transmission.
  • the permanent transmission When designing a drive train, the permanent transmission must be chosen so as to meet the drive away requirements of the vehicle with maximum load, as a result of which the drive electric machine(s) (the motor-generator(s)) must necessarily range in considerably high revolutions to achieve the opposite requirement, i. e. the maximum travel speed, in order to meet the maximum travel speed requirement.
  • Another object of the present invention is to provide a method of operating the electric power-split system described herein.
  • said electric power-split system has a first electric drive branch comprising a first motor-generator block including a first motor-generator, and a second electric drive branch comprising a second motor-generator block including a second motor-generator, wherein the first motor-generator is connectable (electrically) with the second motor-generator.
  • the essence of the present invention is the arrangement of the electric power-split drive, which is novel in that a planetary gearset with a double input and a double output is used as a summation member for altering the power flow ratio of the first and second electric drive branch.
  • Said planetary gearset comprises two planetary gear trains with dual planet gears and has four input/output members which are divided into two pairs, each dual planet gear being connected to all said four input/output members, wherein the "slash" symbol in the term "input/output” means that each input/output member is either an input or an output member.
  • the first pair of input/output members is formed by a first sun gear and a ring gear
  • the second pair of input/output members is formed by a second sun gear and a planet carrier.
  • the planetary gearset may comprise at least two dual planet gears, e. g. two, three, four or more dual planet gears.
  • any one of said two pairs of the input/output members comprises two input members of the planetary gearset, one of the two input members being connectable to the first motor-generator and the other of the two input members being connected to the second motor-generator, whereas the remaining other of said two pairs of the input/output members comprises two output members of the planetary gearset.
  • Both output members form equivalent outputs from the planetary gearset, differing only in the representation of even and odd speed stages.
  • the output members of the planetary gearset are connectable to a two-branch output block, and mechanically further via the output block to an output shaft, each of the output members being connectable to only one of the branches of the output block.
  • the system is provided with a pair of electric machines - the first and second motor-generator.
  • the motor-generators are electrically connected and controlled by at least one frequency converter or regulator.
  • the system is also provided with a power source, which powers the system, enables power storage during recuperation and filters the peaks.
  • the electric power-split system with two outputs using such an arrangement allows the output members of the planetary gearset to be connected to a double-flow gearbox, thus increasing the number of operating ranges, which in turn leads to optimization of speed stage of the second motor-generator, thereby achieving lower losses.
  • An important advantage is the ability to keep the first motor-generator, which is the main drive machine of the system, in the mode of highest efficiency and thus achieving a significant reduction in power consumption.
  • the output members of the planetary gearset are followed by a two-branch output block, which preferably comprises on the one hand a first branch clutch and a second branch clutch, and on the other hand a double-flow gearbox or a gear train.
  • the output block is further mechanically connectable to the output shaft, which can be connected to a driven member, e. g. a vehicle axle, propeller, driven machine part, etc.
  • Each of the output members is connectable to only one of the branches of the output block, wherein the first branch of the output block includes the first branch of the double-flow gearbox or gear train and the first branch clutch, whereas the second branch of the output block includes the second branch of the double-flow gearbox or gear train and the second branch clutch.
  • first branch of the double-flow gearbox or gear train may comprise even speed stages and the second branch of odd speed stages, or conversely the first branch may comprise odd speed stages and the second branch of even speed stages, thus ensuring the equivalence of both output block branches within the kinematic system layout.
  • the even and odd speed stages themselves differ only in the gear ratios, not in the kinematic arrangement.
  • connection throughout the scope of this invention means a connection which can for one thing be fixed (e. g. a shaft and gear), rotatable (e. g. two gears), or removable or switchable (e. g. a clutch), for another it can be electric or mechanical or electromechanical, and for yet another it can be direct (two immediately adjacent elements) or indirect (two immediately non-adjacent elements).
  • the state of the art is improved by using said planetary gearset, which enables a continuous change of transmission, and thus the operation of the main drive (the first motor-generator MG1) under optimal conditions for its highest efficiency. Furthermore, owing to a greater number of working ranges, which can be switched with changing the output revolutions at the moment of shifting, the present system for a continuous change in revolutions allows to narrow down the working range of the auxiliary drive (the second motor-generator MG2), similarly allowing its operation at its highest efficiency. Due to these properties, the present electric power-split system results in power saving and to increasing the endurance distance of the electric vehicle.
  • the present system is improved in such a way that it allows permanent operation without an internal combustion engine (ICE), which is no longer present in the system, but is replaced by a respectively dimensioned main electric drive machine (the first motor-generator MG1), thus resulting in a fully electric and locally emission-free solution, irrespective of whether a battery, fuel cells or electric line is used as a power source.
  • ICE internal combustion engine
  • the fact that the internal combustion engine (ICE) is no longer part of the drive train results in space and weight savings, despite larger dimensions of the main drive machine (the first motor-generator MG1) when compared to the dimensions of a motor-generator connected to an internal combustion engine in a hybrid system.
  • any one of the two output members of the planetary gearset is connected to the first branch clutch, while the remaining other of the two output members of the planetary gearset is connected to the second branch clutch, which are thus arranged in parallel. They are followed by the double-flow gearbox or a double-flow gear train, which are mechanically connectable to the output shaft.
  • the term "gear train” means a simple gear train compared to a more complex double-flow gearbox.
  • both output members of the planetary gearset are connectable to the double-flow gearbox or gear train. It holds that any one of the two output members is connected to one of the branches of the double-flow gearbox or gear train, while the remaining other of the two output members is connected to the other of the branches of the double-flow gearbox or gear train.
  • the double-flow gearbox or gear train is followed by the first branch clutch and the second branch clutch, which can be arranged coaxially or in parallel and are mechanically connectable to the output shaft.
  • the use of the double-flow gearbox with the first branch clutch and the second branch clutch in these embodiments increases the number of variable speed stages that can be changed under load, leading to an increase in the efficiency of the second motor-generator due to narrowing down the range of revolutions to a range of low losses.
  • the solution, which includes the double-flow gearbox, is particularly suitable for vehicles with a wide range of operating speeds.
  • the design of the output block is simpler in that it includes the first branch clutch, the second branch clutch and the gear train. In both of these embodiments, the output block is then connectable to the output shaft.
  • first and second branch clutches ahead or behind the double-flow gearbox, or the gear train.
  • the electric power-split system may further have, in order to minimise losses in the electric branch, the first and second motor-generator provided with a system of brakes of different design (wet or dry friction brakes, or brakes for braking momentum transmission by form contact) with different control means (mechanical, hydraulic, pneumatic or electromagnetic).
  • a system of brakes of different design wet or dry friction brakes, or brakes for braking momentum transmission by form contact
  • different control means mechanical, hydraulic, pneumatic or electromagnetic
  • the first motor-generator block comprises the first motor-generator, a rotor of which is connected to the planetary gearset fixedly or via a gear train. Furthermore, a fixed connection/connection via a gear train of a first motor-generator rotor with the planetary gearset may be supplemented by a first motor-generator rotor brake which can block the first motor-generator. Owing to this brake, the system can be operated, where the operating mode is implemented with the help of the second motor-generator and the first motor-generator rotor brake replaces the brake torque of the first motor-generator, which saves power in this arrangement.
  • the second motor-generator block comprises the second motor-generator, a rotor of which is connected to the planetary gearset fixedly or via a gear train.
  • the second motor-generator block comprises the second motor-generator, the rotor of which is provided with a second motor-generator rotor brake. This brake allows the mechanical locking of the rotor of the second motor-generator, which leads to power savings in those operating modes where the speed of the second motor-generator is zero, because the mechanical locking by means of the brake replaces the brake torque of the second motor-generator.
  • the numbers of teeth of the first sun gear, the second sun gear, the ring gear and the dual planet gear are selected such that within the speed range of the second motor-generator at which the speed of the input member connected to the second motor-generator is lower or higher than the speed of the input member connected to the first motor-generator, the speed of one output branch of the planetary gearset is higher than the speed of the input member connected to the first motor-generator and the speed of the other output branch of the planetary gearset is, on the contrary, lower than the speed of the input member connected to the first motor-generator.
  • the speed of both output branches of the planetary gearset is also identical.
  • Another aspect of the present invention is a method of operating the electric power-split system as described above, wherein:
  • the speed range of the output members of the planetary gearset gives the individual speed stages of the electric system.
  • using a branch of the output block for power transmission to the output shaft means the engagement of the first or second branch clutch and, in the case of the double-flow gearbox, also of any one synchronizing clutch within that branch.
  • the term “not using a branch of the output block for power transmission to the output shaft” means the disengagement of the first or second branch clutch and, in the case of the double-flow gearbox, also or alternatively any one synchronizing clutch within that branch.
  • the input speed from the first motor-generator in the planetary gearset is constant and the input speed from the second motor-generator in the planetary gearset is variable.
  • the equalization of the input and output speeds of the first or second branch clutch which is disengaged is further regulated by altering the input speed from the second motor-generator.
  • the disengaged clutch is engaged and the engaged clutch is disengaged, thereby switching the clutches and shifting the speed stage without a step-like change in torque and in output speed from the output block and input speed from the first motor-generator.
  • the sense of rotation of the output speed of the output block at an odd operating range is reversed by controlling the sense of rotation of the second motor-generator in the range of negative values, whereas the sense of rotation of the output speed of the output block at an even operating range is reversed by controlling the sense of rotation of the second motor-generator.
  • speed control means increasing or decreasing speed.
  • the sense of rotation changes already at the output of the planetary gearset by means of suitable speed control of the second motor-generator, which corresponds to the sense of rotation of an output shaft of the output block connected to the output shaft.
  • the reversal of the speed of the output shaft of the output block thus takes place without the aid of additional devices such as gear trains with an inserted gear, switched by means of synchronizing clutches or wet or dry friction clutches.
  • both output members of the planetary gearset are driven by both motor-generators.
  • both output members of the planetary gearset are driven only by the first motor-generator.
  • FIG.2a-d show the examples of interconnection (combination a, b, c, d) of the individual input/output members of the planetary gearset with elements representing the input from the first and second motor-generator and the output to the first and second branch clutches;
  • FIG. 2a shows an overall kinematic arrangement of one embodiment of an electric power-split system, based on the combinations of Figs. 2a and 3a;
  • FIG. 2b shows an overall kinematic arrangement of another embodiment of an electric power-split system, based on the combinations of Figs. 2b and 3a;
  • FIG. 2a shows an overall kinematic arrangement of one embodiment of an electric power-split system, based on the combinations of Figs. 2a and 3a, wherein all inputs and outputs from the planetary gearset are connected to the corresponding adjoining elements via two pairs of input and output shafts;
  • FIG. 1 shows an embodiment of the first motor-generator block with the first motor-generator rotor brake
  • FIG. 1 shows an embodiment of the second motor-generator block to the planetary gearset in combination with the second motor-generator rotor brake.
  • the general arrangement of the invention is shown in , which shows a first electric drive branch with the first motor-generator 1 , and a second electric drive branch with the second motor-generator 2 , and the planetary gearset 4 .
  • Individual frequency converters 51 , 52 and a traction battery 53 are connected between the first motor-generator 1 and the second motor-generator 2 , the functions of which are described below.
  • the input of the first electric drive branch to the planetary gearset 4 is represented by the first motor-generator 1 and the input of the second electric drive branch to the planetary gearset 4 is represented by the second motor-generator 2 , whereas the output from the planetary gearset 4 to the two branches of the output block 38 is represented by the first branch clutch 5 and the second branch clutch 6 .
  • the planetary gearset 4 according to the combinations in Figs. 2a to 2d comprises two planetary gear trains with dual planet gears 46 and four input/output members, which are divided into two pairs.
  • the first pair of input/output members is formed by a first sun gear 41 and a ring gear 44
  • the second pair of input/output members is formed by a second sun gear 43 and a planet carrier 45 .
  • first motor-generator 1 is connected to the first sun gear 41 and the second motor-generator 2 is connected to the ring gear 44 .
  • the second sun gear 43 is connected to the first branch of the output block 38 and the planet carrier 45 is connected to the second branch of the output block 38 , although in this case, the first and second branches of the output block 38 may be interchanged.
  • first motor-generator 1 is connected to the ring gear 44 and the second motor-generator 2 is connected to the first sun gear 41 .
  • the second sun gear 43 is connected to the first branch of the output block 38 and the planet carrier 45 is connected to the second branch of the output block 38 , although in this case, the first and second branches of the output block 38 may be interchanged.
  • first motor-generator 1 is connected to the second sun gear 43 and the second motor-generator 2 is connected to the planet carrier 45 .
  • the ring gear 44 is connected to the first branch of the output block 38 and the first sun gear 41 is connected to the second branch of the output block 38 , although in this case the first and second branches of the output block 38 may be interchanged.
  • first motor-generator 1 is connected to the planet carrier 45 and the second motor-generator 2 is connected to the second sun gear 43 .
  • the ring gear 44 is connected to the first branch of the output block 38 and the first sun gear 41 is connected to the second branch of the output block 38 , although in this case the first and second branches of the output block 38 may be interchanged.
  • the output block 38 according to the combinations in Figs. 3a to 3d comprises two branches, wherein the first branch of the output block 38 comprises a first branch of the double-flow gearbox 32 or gear train 33 and a first branch clutch 5 , whereas the second branch of the output block 38 comprises a second branch of the double-flow gearbox 32 or gear train 33 and a second branch clutch 6 .
  • Each of the output members of the planetary gearset 4 is connectable to only one of the branches of the output block 38 .
  • a detail of the gear train 33 is shown in , where a shaft A 35 and a shaft B 36 can be seen at the input, these being connected via their gears to the gear 37 on the output shaft 10 .
  • one of the two output members of the planetary gearset 4 is connected to the first branch clutch 5 , whereas the remaining other of the two output members of the planetary gearset 4 is connected to the second branch clutch 6 , which clutches are thus arranged in parallel. They are connected to the double-flow gearbox 32 with two branches, which gearbox is mechanically connectable to a driven member 34 , e. g. a vehicle axle or a propeller.
  • the output block 38 is analogous to , with the double-flow gearbox 32 being replaced by the gear train 33 .
  • one of the two output members of the planetary gearset 4 is connected to one of the branches of the double-flow gearbox 32 , whereas the remaining other of the two output members is connected to the other of the branches of the double-flow gearbox 32 .
  • the double-flow gearbox 32 is connected to the first branch clutch 5 and the second branch clutch 6 , which clutches are arranged coaxially and are mechanically connectable to the driven member 34 , e. g. a vehicle axle or a propeller.
  • the output block 38 is analogous to , with the double-flow gearbox 32 being replaced by the gear train 33 .
  • a particular embodiment of the invention corresponds to the arrangement according to , where a kinematic diagram of an electric power-split drive with two output shafts is shown, which diagram corresponds to a combination of the arrangements of Figs. 2a and 3a.
  • the drive comprises the first motor-generator 1 which is connected by means of a first shaft 11 to the first sun gear 41 of the planetary gearset 4 and ensures a constant branch of input speed.
  • the first motor-generator 1 serves as the main drive machine entering the planetary gearset 4 .
  • the second motor-generator 2 serves to alter (increase or decrease) the speed of the ring gear 44 of the planetary gearset 4 , to which it is connected via a gear train formed by a gear 16 and a gear 17 and thus provides a variable branch of input speed.
  • the fifth shaft 20 is connected to the second branch clutch 6 and the sixth shaft 23 is connected to the first branch clutch 5 . Both of these clutches are used to alter the speed stage without interrupting the torque flow, thus enabling a further continuous increase or decrease in the output speed of the transmission in the next selected speed stage.
  • a suitable upshift or downshift gear of the double-flow gearbox 32 Prior to the actual change of the speed stage, given by the alternation of the torque transmission between the second branch clutch 6 and the first branch clutch 5 , a suitable upshift or downshift gear of the double-flow gearbox 32 , i. e. odd speed stages and even speed stages.
  • FIG. 11 shows the arrangement according to , wherein the inputs and outputs of the planetary gearset 4 are extended by means of input shafts 11 , 12 and output shafts 13 , 14 .
  • an input shaft 11 (a first shaft 11 ) is connected to the first sun gear 41
  • an input shaft 12 (a second shaft 12 ) to the ring gear 44
  • an output shaft 13 (a third shaft 13 ) to the planet carrier 45
  • an output shaft 14 (a fourth shaft 14 ) to the second sun gear 43 .
  • Analogously to shows another specific embodiment with a kinematic diagram of an electric power-split drive with two output shafts, which corresponds to the combination of the arrangement of Figs. 2b and 3a. It differs from only by the input of the first motor-generator 1 to the ring gear 44 via a gear formed by a gear 16 and a gear 17 , and by the input of the second motor-generator 2 to the first sun gear 41 by means of the first shaft 11 .
  • the constant and variable branch inputs of the input speed are switched within one pair of input/output members in the planetary gearset 4 .
  • Figs. 5a and 5b show an embodiment of a first motor-generator block 59 comprising the first motor-generator 1 with a rotor 57 and a stator 58 .
  • the first motor-generator block 59 in the basic embodiment comprises only the first motor-generator 1 , see .
  • the first motor-generator block 59 can be further supplemented by an first motor-generator rotor brake 55 , see , owing to which it is possible to implement the system in an electric mode by means of the second motor-generator 2 and the first motor-generator rotor brake 55 replaces the brake torque of the first motor-generator 1 , owing to which power is saved in this embodiment.
  • FIGS. 6 and 6b show an embodiment of a second motor-generator block 60 comprising the second motor-generator 2 with a rotor 61 and a stator 62 .
  • the second motor-generator block 60 in the basic embodiment comprises a fixed or gear train connection of the rotor 61 of the second motor-generator 2 to the planetary gearset 4 , see .
  • FIG. 6 shows a variant of the second motor-generator block 60 which, owing to a brake 63 of the rotor 61 of the second motor-generator 2 , allows mechanical locking of the rotor 61 of the second motor-generator 2 , which leads to power saving in those operating modes where the speed of the second motor-generator 2 is zero;
  • the brake 63 replaces brake torque of the second motor-generator 2 .
  • the brake 63 allows operation with the use of the power of the first motor-generator 1 only, which can be advantageously used for service purposes or in the event of a failure of the electric drive branch.
  • the invention allows a continuous change in the gear ratio, owing to which the main drive machine (the first motor-generator 1 ) can be maintained in the range of its maximum efficiency and its lowest power consumption.
  • the continuous change is achieved by means of regulation of the second motor-generator 2 .
  • the first branch clutch 5 and the synchronizing clutch 9 of the first branch are in operation.
  • the first motor-generator 1 is in a motor mode if the sense of the load is positive, while at a negative load the first motor-generator 1 is in a generator mode.
  • a situation can be used where the gearbox operates with the second branch clutch 6 engaged in the first speed stage, where an eighth gear 25 , which is part of an eighth shaft 8 , is in permanent engagement with a co-engaging second gear 27 of the gearbox connected by the synchronizing clutch 15 of the second branch to the output shaft 10 of the gearbox.
  • the second gear 27 is engaged, which is realized by engaging a tenth gear 31 , which is part of a seventh shaft 7 of the gearbox with a co-engaging fourth gear 29 , which also engages the output shaft 10 of the gearbox.
  • This is followed by alternating torque transmission from the second branch clutch 6 to the first branch clutch 5 without interrupting the torque flow, and the electronic speed control of the second motor-generator 2 continues to continuously increase the speed of the output shaft 10 of the gearbox with the second speed stage engaged.
  • the third speed stage is engaged, which is realized by engaging a seventh gear 24 , which is part of the eighth shaft 8 of the gearbox with a co-engaging first gear 26 , which also engages the output shaft 10 of the gearbox.
  • This is followed by alternating torque transmission from the first branch clutch 5 to the second branch clutch 6 without interrupting the torque flow, and the electronic speed control of the second motor-generator 2 continues to continuously decrease the speed of the output shaft 10 of the gearbox with the third speed stage engaged.
  • the arrangement of the output block 38 may be simpler in that it comprises only the first branch clutch 5 , the second branch clutch 6 and the gear train 33 . In this case, this would be a two-range embodiment.
  • the outputs of the planetary gearset 4 can be fed to the double-flow gearbox 32 , which will allow the number of speed stages to be increased in order to increase the overall efficiency of the system for a given application.
  • the planetary gearset 4 is used to summarise the constant speed of the first motor-generator 1 and the variable speed from the second motor-generator 2 and connects its two output members 43 and 45 to a pair of inputs 23 and 20 in the gearbox, where it allows shifting speed stages without a step-like change in the input and output speed by means of the first branch clutch 5 and the second branch clutch 6 . Subsequent continuous change of the output speed occurs owing to the speed control of the second motor-generator 2 .
  • the reversal of the speed of the output shaft 10 of the gearbox thus takes place without the aid of additional devices such as gears with an inserted gear switched by means of synchronizing clutches or wet or dry friction clutches.
  • the kinematic arrangement of the planetary gearset 4 allows reversal of the speed of the planet carrier 45 and the second sun gear 43 of the planetary gearset 4 .
  • the reversal can be achieved in a standard electric operating mode as well as in an electric mode, when the first motor-generator 1 is stationary, and reversing is achieved by suitable speed control of the second motor-generator 2 .
  • forward and reverse speed stage 6 15 9 1 1 0 1 0 2 0 1 0 1 3 1 0 1* 0 4 0 1 0 1**
  • This type of electric power-split system can be used to drive trucks, buses, rail vehicles, agricultural, construction and special work machines, as well as automobiles or ships.
  • first motor-generator 2 second motor-generator 4 planetary gearset 5 first branch clutch 6 second branch clutch 7 seventh shaft 8 eighth shaft 9 first branch synchronisation clutch 10 output shaft of the output block 38 11 first shaft 12 second shaft 13 third shaft 14 fourth shaft 15 second branch synchronisation clutch 16 first gear 17 second gear 18 third gear 19 fourth gear 20 fifth shaft 21 fifth gear 22 sixth gear 23 sixth shaft 24 seventh gear 25 eighth gear 26 first gear of the double-flow gearbox 32 27 second gear of the double-flow gearbox 32 28 third gear of the double-flow gearbox 32 29 fourth gear of the double-flow gearbox 32 30 ninth gear 31 tenth gear 32 double-flow gearbox 33 gear train 34 driven member 35 shaft A with gears 36 shaft B with gears 37 gear of the output shaft 10 38 output block 41 first sun gear 43 second sun gear 44 ring gear 45 planet carrier 46 dual planet gear 51 frequency converter of the first motor-generator 1 52 frequency converter of the second motor-generator 2 53 traction battery 55 first motor-generator rotor brake 57 first motor-generator rotor 58 first

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Abstract

The invention relates to an electric power-split system and a method of operating thereof, with a first electric drive branch comprising a first motor-generator block (59) including a first motor-generator (1), and with a second electric drive branch comprising a second motor-generator block (60) including a second motor-generator (2), wherein the first motor-generator (1) is connectable to the second motor-generator (2). The system comprises a planetary gearset (4) with dual planet gears (46) and four input/output members for altering the flow ratio of the mechanical and electric drive branch, wherein each input/output member is either an input or output member. Each dual planet gear (46) is connected to the four input/output members, which are a first pair of input/output members formed by a first sun gear (41) and a ring gear (44), and a second pair of input/output members formed by a second sun gear (43) and a planet carrier (45). Any one of said two pairs of input/output members comprises two input members of the planetary gearset (4). One of the two input members is connectable to the first motor-generator (1) and the other of the two input members is connected to the second motor-generator (2), whereas the remaining other of said two pairs of input/output members comprises two output members of the planetary gearset (4). The output members of the planetary gearset (4) are connectable to a two-branch output block (38), and mechanically further via the output block (38) to an output shaft (10), wherein each of the output members is connectable to only one of the branches of the output block (38).

Description

Electric power-split system with a two-output planetary gearset
The invention relates to an electric power-split drive, or to a transmission device of ECVT type (electrical continuously variable transmission), which is designed for a category of automobiles and trucks, buses, rail vehicles, agricultural, construction and special work machines or ships.
Current drives used in electric vehicles generally use a constant transmission between the drive electric motor and the wheel hub of the driven axle. The use of a transmission is unavoidable, especially in heavy transport equipment, in order to achieve the required torque for driving away with a vehicle or set of vehicles against a slope or in difficult terrain.
The above applies in the case of a driving electric machine (a motor-generator) connected to a standard drive axle of the vehicle, which contains a permanent bevel gear, a differential, or another permanent reduction gear.
Likewise, a permanent transmission is inserted between the electric drive machine (a motor-generator) and the hub of the driven wheel in the case of an electric drive axle concept. The axle is specific in that it contains two electric drive machines (two motor-generators), which are connected to the wheel hubs via a transmission.
When designing a drive train, the permanent transmission must be chosen so as to meet the drive away requirements of the vehicle with maximum load, as a result of which the drive electric machine(s) (the motor-generator(s)) must necessarily range in considerably high revolutions to achieve the opposite requirement, i. e. the maximum travel speed, in order to meet the maximum travel speed requirement.
In the case of using a permanent transmission, it is always necessary to compromise between the above conditions - drive away under load and maximum speed, and whatever gear ratio is selected, such a solution does not allow long-term operation of the drive machine(s) in the area of the highest efficiency of the motor-generators.
Furthermore, known solutions try to solve the disadvantage of one fixed transmission between an electric machine and a driven axle by means of a stepped gearbox (usually a two-stage arrangement). However, neither this solution allows for a smooth change, nor for finding an optimal gear ratio for each operating mode of the vehicle, wherein in addition, the comfort of driving with such an arrangement is lower.
Furthermore, in the field of hybrid drives, there is an electromechanical hybrid drive of power-split hybrid type, see International Patent Application PCT/CZ2021/050028, which was not published as of the date of filing of the present application, which drive comprises a mechanical drive branch with an internal combustion engine (ICE), an electric drive branch with a pair of motor-generators (MG1, MG2), a planetary gearset with two inputs and two outputs, and a dual-clutch gearbox. This arrangement enables to optimize the operating conditions for the internal combustion engine, to narrow down the operating range of the second motor-generator MG2, which leads to an increase in its efficiency, and to continuously change the output speed. However, it does not allow continuous, locally emission-free operation and always requires the presence of the internal combustion engine (ICE) as part of the system.
It is an object of the present invention to provide an electric power-split system which enables the drive away of a vehicle under maximum load, and at the same time achieves maximum driving speed in the range of the highest efficiency of the drive electric motors.
Another object of the present invention is to provide a method of operating the electric power-split system described herein.
In the first aspect of the invention, said electric power-split system has a first electric drive branch comprising a first motor-generator block including a first motor-generator, and a second electric drive branch comprising a second motor-generator block including a second motor-generator, wherein the first motor-generator is connectable (electrically) with the second motor-generator. The essence of the present invention is the arrangement of the electric power-split drive, which is novel in that a planetary gearset with a double input and a double output is used as a summation member for altering the power flow ratio of the first and second electric drive branch. The input of the first electric drive branch to the planetary gearset is represented by the first motor-generator and the input of the second electric drive branch to the planetary gearset is represented by the second motor-generator, although both inputs can be connected to the planetary gearset by additional shafts and/or gears.
Said planetary gearset comprises two planetary gear trains with dual planet gears and has four input/output members which are divided into two pairs, each dual planet gear being connected to all said four input/output members, wherein the "slash" symbol in the term "input/output" means that each input/output member is either an input or an output member. The first pair of input/output members is formed by a first sun gear and a ring gear, and the second pair of input/output members is formed by a second sun gear and a planet carrier. The planetary gearset may comprise at least two dual planet gears, e. g. two, three, four or more dual planet gears.
In general, it is possible to interconnect the four input/output members of the planetary gearset such that two members within one pair form the input from the first motor-generator and the second motor-generator, while the remaining members within the second pair form then the output. Thus, with reference to the essence of the present invention, any one of said two pairs of the input/output members comprises two input members of the planetary gearset, one of the two input members being connectable to the first motor-generator and the other of the two input members being connected to the second motor-generator, whereas the remaining other of said two pairs of the input/output members comprises two output members of the planetary gearset. Both output members form equivalent outputs from the planetary gearset, differing only in the representation of even and odd speed stages. The output members of the planetary gearset are connectable to a two-branch output block, and mechanically further via the output block to an output shaft, each of the output members being connectable to only one of the branches of the output block.
Given the equivalence of the output members and the split of the four input/output members into two pairs, there are a total of 4 combinations (marked by letters a) to d)) of the input members of the planetary gearset:
  1. the first motor-generator block is connected to the first sun gear and the second motor-generator block is connected to the ring gear;
  2. the first motor-generator block is connected to the ring gear and the second motor-generator block is connected to the first sun gear;
  3. the first motor-generator block is connected to the second sun gear and the second motor-generator block is connected to the planet carrier;
  4. the first motor-generator block is connected to the planet carrier and the second motor-generator block is connected to the second sun gear.
The system is provided with a pair of electric machines - the first and second motor-generator. The motor-generators are electrically connected and controlled by at least one frequency converter or regulator. The system is also provided with a power source, which powers the system, enables power storage during recuperation and filters the peaks. A pair of electric machines (motor-generators), electrically interconnected and supplemented by available electrical accessories, thus form a control branch used to continuously alter the extent and the sense of revolutions, and thus the gear ratio of the entire electric power-split system.
The electric power-split system with two outputs using such an arrangement allows the output members of the planetary gearset to be connected to a double-flow gearbox, thus increasing the number of operating ranges, which in turn leads to optimization of speed stage of the second motor-generator, thereby achieving lower losses. An important advantage is the ability to keep the first motor-generator, which is the main drive machine of the system, in the mode of highest efficiency and thus achieving a significant reduction in power consumption.
The output members of the planetary gearset are followed by a two-branch output block, which preferably comprises on the one hand a first branch clutch and a second branch clutch, and on the other hand a double-flow gearbox or a gear train. The output block is further mechanically connectable to the output shaft, which can be connected to a driven member, e. g. a vehicle axle, propeller, driven machine part, etc. Each of the output members is connectable to only one of the branches of the output block, wherein the first branch of the output block includes the first branch of the double-flow gearbox or gear train and the first branch clutch, whereas the second branch of the output block includes the second branch of the double-flow gearbox or gear train and the second branch clutch. It should be added that the first branch of the double-flow gearbox or gear train may comprise even speed stages and the second branch of odd speed stages, or conversely the first branch may comprise odd speed stages and the second branch of even speed stages, thus ensuring the equivalence of both output block branches within the kinematic system layout. The even and odd speed stages themselves differ only in the gear ratios, not in the kinematic arrangement.
The term "connectable" throughout the scope of this invention means a connection which can for one thing be fixed (e. g. a shaft and gear), rotatable (e. g. two gears), or removable or switchable (e. g. a clutch), for another it can be electric or mechanical or electromechanical, and for yet another it can be direct (two immediately adjacent elements) or indirect (two immediately non-adjacent elements).
Compared to the above-described, known solutions of electric traction, the state of the art is improved by using said planetary gearset, which enables a continuous change of transmission, and thus the operation of the main drive (the first motor-generator MG1) under optimal conditions for its highest efficiency. Furthermore, owing to a greater number of working ranges, which can be switched with changing the output revolutions at the moment of shifting, the present system for a continuous change in revolutions allows to narrow down the working range of the auxiliary drive (the second motor-generator MG2), similarly allowing its operation at its highest efficiency. Due to these properties, the present electric power-split system results in power saving and to increasing the endurance distance of the electric vehicle.
Compared to the above-described, known hybrid solutions, the present system is improved in such a way that it allows permanent operation without an internal combustion engine (ICE), which is no longer present in the system, but is replaced by a respectively dimensioned main electric drive machine (the first motor-generator MG1), thus resulting in a fully electric and locally emission-free solution, irrespective of whether a battery, fuel cells or electric line is used as a power source. The fact that the internal combustion engine (ICE) is no longer part of the drive train results in space and weight savings, despite larger dimensions of the main drive machine (the first motor-generator MG1) when compared to the dimensions of a motor-generator connected to an internal combustion engine in a hybrid system.
In one embodiment, any one of the two output members of the planetary gearset is connected to the first branch clutch, while the remaining other of the two output members of the planetary gearset is connected to the second branch clutch, which are thus arranged in parallel. They are followed by the double-flow gearbox or a double-flow gear train, which are mechanically connectable to the output shaft. The term "gear train" means a simple gear train compared to a more complex double-flow gearbox.
In another embodiment, both output members of the planetary gearset are connectable to the double-flow gearbox or gear train. It holds that any one of the two output members is connected to one of the branches of the double-flow gearbox or gear train, while the remaining other of the two output members is connected to the other of the branches of the double-flow gearbox or gear train. The double-flow gearbox or gear train is followed by the first branch clutch and the second branch clutch, which can be arranged coaxially or in parallel and are mechanically connectable to the output shaft.
The use of the double-flow gearbox with the first branch clutch and the second branch clutch in these embodiments (compared to a gear train) increases the number of variable speed stages that can be changed under load, leading to an increase in the efficiency of the second motor-generator due to narrowing down the range of revolutions to a range of low losses. The solution, which includes the double-flow gearbox, is particularly suitable for vehicles with a wide range of operating speeds.
For vehicles and work machines with a small range of operating speeds, the design of the output block is simpler in that it includes the first branch clutch, the second branch clutch and the gear train. In both of these embodiments, the output block is then connectable to the output shaft.
Due to the dimensions and the surrounding installation of the system, it is possible to arrange the first and second branch clutches ahead or behind the double-flow gearbox, or the gear train.
The electric power-split system may further have, in order to minimise losses in the electric branch, the first and second motor-generator provided with a system of brakes of different design (wet or dry friction brakes, or brakes for braking momentum transmission by form contact) with different control means (mechanical, hydraulic, pneumatic or electromagnetic). This introduces the terms of the “first motor-generator block” and the “second motor-generator block,” comprising different variants of the embodiments described below.
In one embodiment, the first motor-generator block comprises the first motor-generator, a rotor of which is connected to the planetary gearset fixedly or via a gear train. Furthermore, a fixed connection/connection via a gear train of a first motor-generator rotor with the planetary gearset may be supplemented by a first motor-generator rotor brake which can block the first motor-generator. Owing to this brake, the system can be operated, where the operating mode is implemented with the help of the second motor-generator and the first motor-generator rotor brake replaces the brake torque of the first motor-generator, which saves power in this arrangement.
In one embodiment, the second motor-generator block comprises the second motor-generator, a rotor of which is connected to the planetary gearset fixedly or via a gear train. In an alternative embodiment, the second motor-generator block comprises the second motor-generator, the rotor of which is provided with a second motor-generator rotor brake. This brake allows the mechanical locking of the rotor of the second motor-generator, which leads to power savings in those operating modes where the speed of the second motor-generator is zero, because the mechanical locking by means of the brake replaces the brake torque of the second motor-generator.
In general, it holds in all the above embodiments (4 combinations of input members, denoted by the letters a, b, c, d), as the speed of the second motor-generator increases, the speed trend for one of the two output members of the planetary gearset is upward (increasing) and for the other of the two output members of the planetary gearset downward (descending). The gear ratios of the first and second branches of the output block are such that during speed control of the second motor-generator, the speed trends of the first and second branches of the output block intersect at one point to allow a smooth transition between speed stages without rapidly changing speed and torque. In other words, the numbers of teeth of the first sun gear, the second sun gear, the ring gear and the dual planet gear are selected such that within the speed range of the second motor-generator at which the speed of the input member connected to the second motor-generator is lower or higher than the speed of the input member connected to the first motor-generator, the speed of one output branch of the planetary gearset is higher than the speed of the input member connected to the first motor-generator and the speed of the other output branch of the planetary gearset is, on the contrary, lower than the speed of the input member connected to the first motor-generator. At the identical speed of the input member connected to the second motor-generator and the input member connected to the first motor-generator, the speed of both output branches of the planetary gearset is also identical.
Another aspect of the present invention is a method of operating the electric power-split system as described above, wherein:
  • the planetary gearset summarises the input speed from the first motor-generator and the input speed from the second motor-generator, wherein the two output members of the planetary gearset are connected to the output block and only one of the two branches of the output block is used to transfer power to the output shaft, whereas the other of the two branches of the output block is not used to transfer power to the output shaft; and
  • the continuous change of the output speed from the output block is regulated by the change of the input speed from the second motor-generator.
The speed range of the output members of the planetary gearset, given by the speed control of the second motor-generator in combination with the individual gear ratios of the double-flow gearbox or gear train, thus gives the individual speed stages of the electric system. The term "using a branch of the output block for power transmission to the output shaft" means the engagement of the first or second branch clutch and, in the case of the double-flow gearbox, also of any one synchronizing clutch within that branch. The term "not using a branch of the output block for power transmission to the output shaft" means the disengagement of the first or second branch clutch and, in the case of the double-flow gearbox, also or alternatively any one synchronizing clutch within that branch.
Preferably, the input speed from the first motor-generator in the planetary gearset is constant and the input speed from the second motor-generator in the planetary gearset is variable.
Preferably, the equalization of the input and output speeds of the first or second branch clutch which is disengaged, is further regulated by altering the input speed from the second motor-generator. After the equalization of the speed ahead and behind the disengaged clutch, the disengaged clutch is engaged and the engaged clutch is disengaged, thereby switching the clutches and shifting the speed stage without a step-like change in torque and in output speed from the output block and input speed from the first motor-generator.
Preferably, the sense of rotation of the output speed of the output block at an odd operating range is reversed by controlling the sense of rotation of the second motor-generator in the range of negative values, whereas the sense of rotation of the output speed of the output block at an even operating range is reversed by controlling the sense of rotation of the second motor-generator. The term "speed control" means increasing or decreasing speed.
The sense of rotation changes already at the output of the planetary gearset by means of suitable speed control of the second motor-generator, which corresponds to the sense of rotation of an output shaft of the output block connected to the output shaft. The reversal of the speed of the output shaft of the output block thus takes place without the aid of additional devices such as gear trains with an inserted gear, switched by means of synchronizing clutches or wet or dry friction clutches.
In a basic embodiment, both output members of the planetary gearset are driven by both motor-generators. Alternatively, in the embodiment with a stationary first motor-generator, both output members of the planetary gearset are driven only by the first motor-generator.
By means of regulation of the revolutions of the second motor-generator, it is possible to achieve a continuous change in output revolutions at the moment of shifting the speed stage or to achieve reversal of the output revolutions.
The invention is further illustrated by means of drawings, in which:
Fig.1
shows the connection of the first and second electric drive branches with the planetary gearset serving to summarise the input speed of the first and second motor-generator;
Fig.2a-d
[Fig.2a-d] show the examples of interconnection (combination a, b, c, d) of the individual input/output members of the planetary gearset with elements representing the input from the first and second motor-generator and the output to the first and second branch clutches;
Fig.3a
shows a multi-range arrangement of the output block with the double-flow gearbox, where the output members of the planetary gearset are directly connected to the first and second branch clutches in a parallel arrangement;
Fig.3b
shows a two-range arrangement of the output block with the gear train, where the output members of the planetary gearset are directly connected to the first and second branch clutches in a parallel arrangement;
Fig.3c
shows a multi-range arrangement of the output block with the double-flow gearbox, where the output members of the planetary gearset are directly connected to the double-flow gearbox, and further to the first and second branch clutches in a coaxial arrangement;
Fig.3d
shows a two-range arrangement of the output block with the gear train, where the output members of the planetary gearset are directly connected to the gear train, and further to the first and second branch clutches in a coaxial arrangement;
Fig.3e
shows a detail of the gear train of , analogous to ;
Fig.4a
shows an overall kinematic arrangement of one embodiment of an electric power-split system, based on the combinations of Figs. 2a and 3a;
Fig.4b
shows an overall kinematic arrangement of another embodiment of an electric power-split system, based on the combinations of Figs. 2b and 3a;
Fig.4c
shows an overall kinematic arrangement of one embodiment of an electric power-split system, based on the combinations of Figs. 2a and 3a, wherein all inputs and outputs from the planetary gearset are connected to the corresponding adjoining elements via two pairs of input and output shafts;
Fig.5a
shows a basic embodiment of the first motor-generator block;
Fig.5b
shows an embodiment of the first motor-generator block with the first motor-generator rotor brake;
Fig.6a
shows a basic embodiment of the second motor-generator block; and
Fig.6b
shows an embodiment of the second motor-generator block to the planetary gearset in combination with the second motor-generator rotor brake.
Examples
The invention will be further illustrated on the basis of its exemplary embodiments with reference to the accompanying drawings. It is to be understood that the following descriptions are illustrative of the application of the principles of the present invention. In every case, it is possible to realise several mutually overlapping embodiments on the same principle, which embodiments may differ from each other by using or not using certain components, by interchanging the connection of an first motor-generator 1 and a second motor-generator 2 with the individual inner members of a planetary gearset 4 , or by using different number of speed stages and synchronizing clutches of a double-flow gearbox 32 .
The general arrangement of the invention is shown in , which shows a first electric drive branch with the first motor-generator 1 , and a second electric drive branch with the second motor-generator 2 , and the planetary gearset 4 . Individual frequency converters 51 , 52 and a traction battery 53 are connected between the first motor-generator 1 and the second motor-generator 2 , the functions of which are described below. The input of the first electric drive branch to the planetary gearset 4 is represented by the first motor-generator 1 and the input of the second electric drive branch to the planetary gearset 4 is represented by the second motor-generator 2 , whereas the output from the planetary gearset 4 to the two branches of the output block 38 is represented by the first branch clutch 5 and the second branch clutch 6 .
The planetary gearset 4 according to the combinations in Figs. 2a to 2d comprises two planetary gear trains with dual planet gears 46 and four input/output members, which are divided into two pairs. The first pair of input/output members is formed by a first sun gear 41 and a ring gear 44 , and the second pair of input/output members is formed by a second sun gear 43 and a planet carrier 45 .
In , the first motor-generator 1 is connected to the first sun gear 41 and the second motor-generator 2 is connected to the ring gear 44 . The second sun gear 43 is connected to the first branch of the output block 38 and the planet carrier 45 is connected to the second branch of the output block 38 , although in this case, the first and second branches of the output block 38 may be interchanged.
In , the first motor-generator 1 is connected to the ring gear 44 and the second motor-generator 2 is connected to the first sun gear 41 . The second sun gear 43 is connected to the first branch of the output block 38 and the planet carrier 45 is connected to the second branch of the output block 38 , although in this case, the first and second branches of the output block 38 may be interchanged.
In , the first motor-generator 1 is connected to the second sun gear 43 and the second motor-generator 2 is connected to the planet carrier 45 . The ring gear 44 is connected to the first branch of the output block 38 and the first sun gear 41 is connected to the second branch of the output block 38 , although in this case the first and second branches of the output block 38 may be interchanged.
In , the first motor-generator 1 is connected to the planet carrier 45 and the second motor-generator 2 is connected to the second sun gear 43 . The ring gear 44 is connected to the first branch of the output block 38 and the first sun gear 41 is connected to the second branch of the output block 38 , although in this case the first and second branches of the output block 38 may be interchanged.
The output block 38 according to the combinations in Figs. 3a to 3d comprises two branches, wherein the first branch of the output block 38 comprises a first branch of the double-flow gearbox 32 or gear train 33 and a first branch clutch 5 , whereas the second branch of the output block 38 comprises a second branch of the double-flow gearbox 32 or gear train 33 and a second branch clutch 6 . Each of the output members of the planetary gearset 4 is connectable to only one of the branches of the output block 38 . A detail of the gear train 33 is shown in , where a shaft A 35 and a shaft B 36 can be seen at the input, these being connected via their gears to the gear 37 on the output shaft 10 .
In , one of the two output members of the planetary gearset 4 is connected to the first branch clutch 5 , whereas the remaining other of the two output members of the planetary gearset 4 is connected to the second branch clutch 6 , which clutches are thus arranged in parallel. They are connected to the double-flow gearbox 32 with two branches, which gearbox is mechanically connectable to a driven member 34 , e. g. a vehicle axle or a propeller. In , the output block 38 is analogous to , with the double-flow gearbox 32 being replaced by the gear train 33 .
In , one of the two output members of the planetary gearset 4 is connected to one of the branches of the double-flow gearbox 32 , whereas the remaining other of the two output members is connected to the other of the branches of the double-flow gearbox 32 . The double-flow gearbox 32 is connected to the first branch clutch 5 and the second branch clutch 6 , which clutches are arranged coaxially and are mechanically connectable to the driven member 34 , e. g. a vehicle axle or a propeller. In , the output block 38 is analogous to , with the double-flow gearbox 32 being replaced by the gear train 33 .
A particular embodiment of the invention corresponds to the arrangement according to , where a kinematic diagram of an electric power-split drive with two output shafts is shown, which diagram corresponds to a combination of the arrangements of Figs. 2a and 3a. In this embodiment, the drive comprises the first motor-generator 1 which is connected by means of a first shaft 11 to the first sun gear 41 of the planetary gearset 4 and ensures a constant branch of input speed.
The first motor-generator 1 serves as the main drive machine entering the planetary gearset 4 .
The second motor-generator 2 serves to alter (increase or decrease) the speed of the ring gear 44 of the planetary gearset 4 , to which it is connected via a gear train formed by a gear 16 and a gear 17 and thus provides a variable branch of input speed.
The planetary gearset 4 serves to combine the inputs from the first motor-generator 1 and the second motor-generator 2 . It is provided with a pair of output members which form the planet carrier 45 connected via a gear formed by a gear 18 and a gear 19 to a fifth shaft 20 , and the second sun gear 43 connected via a gear formed by a gear 21 and a gear 22 with a sixth shaft 23 .
The fifth shaft 20 is connected to the second branch clutch 6 and the sixth shaft 23 is connected to the first branch clutch 5 . Both of these clutches are used to alter the speed stage without interrupting the torque flow, thus enabling a further continuous increase or decrease in the output speed of the transmission in the next selected speed stage. Prior to the actual change of the speed stage, given by the alternation of the torque transmission between the second branch clutch 6 and the first branch clutch 5 , a suitable upshift or downshift gear of the double-flow gearbox 32 , i. e. odd speed stages and even speed stages.
shows the arrangement according to , wherein the inputs and outputs of the planetary gearset 4 are extended by means of input shafts 11 , 12 and output shafts 13 , 14 . In this arrangement, an input shaft 11 (a first shaft 11 ) is connected to the first sun gear 41 , an input shaft 12 (a second shaft 12 ) to the ring gear 44 , an output shaft 13 (a third shaft 13 ) to the planet carrier 45 and an output shaft 14 (a fourth shaft 14 ) to the second sun gear 43 .
Analogously to , shows another specific embodiment with a kinematic diagram of an electric power-split drive with two output shafts, which corresponds to the combination of the arrangement of Figs. 2b and 3a. It differs from only by the input of the first motor-generator 1 to the ring gear 44 via a gear formed by a gear 16 and a gear 17 , and by the input of the second motor-generator 2 to the first sun gear 41 by means of the first shaft 11 . The constant and variable branch inputs of the input speed are switched within one pair of input/output members in the planetary gearset 4 .
Figs. 5a and 5b show an embodiment of a first motor-generator block 59 comprising the first motor-generator 1 with a rotor 57 and a stator 58 . The first motor-generator block 59 in the basic embodiment comprises only the first motor-generator 1 , see . The first motor-generator block 59 can be further supplemented by an first motor-generator rotor brake 55 , see , owing to which it is possible to implement the system in an electric mode by means of the second motor-generator 2 and the first motor-generator rotor brake 55 replaces the brake torque of the first motor-generator 1 , owing to which power is saved in this embodiment.
and 6b show an embodiment of a second motor-generator block 60 comprising the second motor-generator 2 with a rotor 61 and a stator 62 . The second motor-generator block 60 in the basic embodiment comprises a fixed or gear train connection of the rotor 61 of the second motor-generator 2 to the planetary gearset 4 , see . shows a variant of the second motor-generator block 60 which, owing to a brake 63 of the rotor 61 of the second motor-generator 2 , allows mechanical locking of the rotor 61 of the second motor-generator 2 , which leads to power saving in those operating modes where the speed of the second motor-generator 2 is zero; The brake 63 replaces brake torque of the second motor-generator 2 . In addition, the brake 63 allows operation with the use of the power of the first motor-generator 1 only, which can be advantageously used for service purposes or in the event of a failure of the electric drive branch.
Description of operating modes
The invention allows a continuous change in the gear ratio, owing to which the main drive machine (the first motor-generator 1 ) can be maintained in the range of its maximum efficiency and its lowest power consumption. The continuous change is achieved by means of regulation of the second motor-generator 2 .
In order for the second motor-generator 2 to be maintained in a narrowed revolution range of its high efficiency, it is advantageous to use an embodiment with the multi-range double-flow gearbox 32 .
Due to the kinematic arrangement and purposefully designed numbers of teeth in the planetary gearset 4 as well as in individual speed stages, shifting is enabled without a step-like change in the output revolutions.
It holds for the electric mode that for even forward and reverse speed stages, the first branch clutch 5 and the synchronizing clutch 9 of the first branch are in operation. In an electric mode using the first motor-generator 1 and the second motor-generator 2 , the first motor-generator 1 is in a motor mode if the sense of the load is positive, while at a negative load the first motor-generator 1 is in a generator mode.
Example of operation of the invention
As an example of acceleration, a situation can be used where the gearbox operates with the second branch clutch 6 engaged in the first speed stage, where an eighth gear 25 , which is part of an eighth shaft 8 , is in permanent engagement with a co-engaging second gear 27 of the gearbox connected by the synchronizing clutch 15 of the second branch to the output shaft 10 of the gearbox.
At the same time, by means of the synchronizing clutch 9 of the first branch, the second gear 27 is engaged, which is realized by engaging a tenth gear 31 , which is part of a seventh shaft 7 of the gearbox with a co-engaging fourth gear 29 , which also engages the output shaft 10 of the gearbox. This is followed by alternating torque transmission from the second branch clutch 6 to the first branch clutch 5 without interrupting the torque flow, and the electronic speed control of the second motor-generator 2 continues to continuously increase the speed of the output shaft 10 of the gearbox with the second speed stage engaged.
When accelerating to a transition to the third and fourth speed stages, the situation is similar to that illustrated in the example above.
As an example of deceleration, a situation can be used where the gearbox operates with the first branch clutch 5 engaged in the fourth speed stage, where a ninth gear 30 , which is part of the seventh shaft 7 , is in permanent engagement with a co-engaging third gear 28 of the gearbox connected by the synchronizing clutch 9 of the first branch to the output shaft 10 of the gearbox.
At the same time, by means of the synchronizing clutch 15 of the second branch, the third speed stage is engaged, which is realized by engaging a seventh gear 24 , which is part of the eighth shaft 8 of the gearbox with a co-engaging first gear 26 , which also engages the output shaft 10 of the gearbox. This is followed by alternating torque transmission from the first branch clutch 5 to the second branch clutch 6 without interrupting the torque flow, and the electronic speed control of the second motor-generator 2 continues to continuously decrease the speed of the output shaft 10 of the gearbox with the third speed stage engaged.
Example of the output block
For machines with a low maximum speed, the arrangement of the output block 38 may be simpler in that it comprises only the first branch clutch 5 , the second branch clutch 6 and the gear train 33 . In this case, this would be a two-range embodiment. For vehicles with a higher maximum speed, the outputs of the planetary gearset 4 can be fed to the double-flow gearbox 32 , which will allow the number of speed stages to be increased in order to increase the overall efficiency of the system for a given application.
Example of controlling the output speed from the output block 38
The planetary gearset 4 is used to summarise the constant speed of the first motor-generator 1 and the variable speed from the second motor-generator 2 and connects its two output members 43 and 45 to a pair of inputs 23 and 20 in the gearbox, where it allows shifting speed stages without a step-like change in the input and output speed by means of the first branch clutch 5 and the second branch clutch 6 . Subsequent continuous change of the output speed occurs owing to the speed control of the second motor-generator 2 .
Alternatively, when the first motor-generator 1 is stationary, the drive of the fifth shaft 20 and the sixth shaft 23 is realized only by the second motor-generator 2 .
Example of reversing the output speed from the output block 38
The reversal of the speed already takes place at the output of the planetary gearset 4 by means of suitable speed control of the second motor-generator 2 . This changes the sense of rotation of the planet carrier 45 and the second sun gear 43 (see ) and thus also the output shaft 10 of the gearbox. The reversal of the speed of the output shaft 10 of the gearbox thus takes place without the aid of additional devices such as gears with an inserted gear switched by means of synchronizing clutches or wet or dry friction clutches.
The kinematic arrangement of the planetary gearset 4 according to allows reversal of the speed of the planet carrier 45 and the second sun gear 43 of the planetary gearset 4 . The reversal can be achieved in a standard electric operating mode as well as in an electric mode, when the first motor-generator 1 is stationary, and reversing is achieved by suitable speed control of the second motor-generator 2 .
Table of basic operating modes for forward and reverse drive with positive load
mode
1 2 53 forward and reverse speed stage
electric MG1+MG2 + + + 1
+ - + 2
+ + + 3
+ - + 4
mode 1 2 53 forward and reverse speed stage
electric MG2 0 + + 1
0 + + 2
0 + + 3
0 + + 4
A positive load refers to a drive from which power is drawn on the output side (i. e. on the output shaft 10 ), whereas a negative load refers to a drive to which power is supplied on the output side (i. e. on the output shaft 10 ).
In the case of using the double-flow gearbox 32 in the output block 38 :
forward and reverse speed stage 6 5 15 9
1 1 0 1 0
2 0 1 0 1
3 1 0 1* 0
4 0 1 0 1**
In the case of using the gear train 33 in the output block 38 :
forward and reverse speed stage 6 5
1 1 0
2 0 1
Legend:
+ motor mode of the motor-generators, conversion of electric power into mechanical energy, in case of the traction battery 53 refers to a supply of power to the system
0 disengaged state
1 engaged state
- brake, or generator mode of the motor-generators, conversion of mechanical energy into electric power, in case of the traction battery 53 refers to energy consumption from the system by traction battery
* the synchronizing clutch 15 is engaged in the third speed stage on the opposite side as in the first speed stage
** the synchronizing clutch 9 is closed in the fourth speed stage on the opposite side as in the second speed stage
This type of electric power-split system can be used to drive trucks, buses, rail vehicles, agricultural, construction and special work machines, as well as automobiles or ships.
1 first motor-generator
2 second motor-generator
4 planetary gearset
5 first branch clutch
6 second branch clutch
7 seventh shaft
8 eighth shaft
9 first branch synchronisation clutch
10 output shaft of the output block 38
11 first shaft
12 second shaft
13 third shaft
14 fourth shaft
15 second branch synchronisation clutch
16 first gear
17 second gear
18 third gear
19 fourth gear
20 fifth shaft
21 fifth gear
22 sixth gear
23 sixth shaft
24 seventh gear
25 eighth gear
26 first gear of the double-flow gearbox 32
27 second gear of the double-flow gearbox 32
28 third gear of the double-flow gearbox 32
29 fourth gear of the double-flow gearbox 32
30 ninth gear
31 tenth gear
32 double-flow gearbox
33 gear train
34 driven member
35 shaft A with gears
36 shaft B with gears
37 gear of the output shaft 10
38 output block
41 first sun gear
43 second sun gear
44 ring gear
45 planet carrier
46 dual planet gear
51 frequency converter of the first motor-generator 1
52 frequency converter of the second motor-generator 2
53 traction battery
55 first motor-generator rotor brake
57 first motor-generator rotor
58 first motor-generator stator
59 first motor-generator block
60 second motor-generator block
61 second motor-generator rotor
62 second motor-generator stator
63 second motor-generator rotor brake

Claims (16)

  1. An electric power-split system with a first electric drive branch comprising a first motor-generator block (59) including a first motor-generator (1), and with a second electric drive branch comprising a second motor-generator block (60) including a second motor-generator (2), wherein the first motor-generator (1) is connectable to the second motor-generator (2), wherein the system comprises a planetary gearset (4) with dual planet gears (46) and four input/output members for altering the flow ratio of the electric drive branches, wherein each input/output member is either an input or output member, wherein each dual planet gear (46) is connected to the four input/output members, which are a first pair of input/output members formed by a first sun gear (41) and a ring gear (44), and a second pair of input/output members formed by a second sun gear (43) and a planet carrier (45), characterised in that any one of said two pairs of input/output members comprises two input members of the planetary gearset (4), wherein one of the two input members is connectable to the first motor-generator (1) and the other of the two input members is connected to the second motor-generator (2), whereas the remaining other of said two pairs of input/output members comprises two output members of the planetary gearset (4), wherein the output members of the planetary gearset (4) are connectable to a two-branch output block (38), and mechanically further via the output block (38) to an output shaft (10), wherein each of the output members is connectable to only one of the branches of the output block (38).
  2. The electric power-split system according to claim 1, characterised in that the first motor-generator block (59) is connected to the first sun gear (41) and the second motor-generator block (60) is connected to the ring gear (44).
  3. The electric power-split system according to claim 1, characterised in that the first motor-generator block (59) is connected to the ring gear (44) and the second motor-generator block (60) is connected to the first sun gear (41).
  4. The electric power-split system according to claim 1, characterised in that the first motor-generator block (59) is connected to the second sun gear (43) and the second motor-generator block (60) is connected to the planet carrier (45).
  5. The electric power-split system according to claim 1, characterised in that the first motor-generator block (59) is connected to the planet carrier (45) and the second motor-generator block (60) is connected to the second sun gear (43).
  6. The electric power-split system according to any one of claims 1 to 5, characterised in that the first branch of the output block (38) comprises a first branch of a double-flow gearbox (32) and a first branch clutch (5), whereas the second branch of the output block (38) comprises a second branch of the double-flow gearbox (32) and a second branch clutch (6).
  7. The electric power-split system according to any one of claims 1 to 5, characterised in that the first branch of the output block (38) comprises a first branch of a gear train (33) and a first branch clutch (5), whereas the second branch of the output block (38) comprises a second branch of the gear train (33) and a second branch clutch (6).
  8. The electric power-split system according to any of the previous claims, characterised in that the first motor-generator block (59) comprises the first motor-generator (1), a rotor (57) of which is connected fixedly or via a gear train to the planetary gearset (4).
  9. The electric power-split system according to any one of the preceding claims, characterised in that the connection of the first motor-generator rotor (57) and the planetary gearset (4) comprises a first motor-generator rotor brake (55).
  10. The electric power-split system according to any one of the preceding claims, characterised in that the second motor-generator block (60) comprises the second motor-generator (2), wherein the connection of a second motor-generator rotor (61) to the planetary gearset (4) comprises a second motor-generator rotor brake (63).
  11. The electric power-split system according to any one of the preceding claims, characterised in that the numbers of teeth of the first sun gear (41), the second sun gear (43), the ring gear (44) and the dual planet (45) are selected such that in the speed range of the second motor-generator (2), at which the speed of the input member connected to the second motor-generator (2) is lower or higher than the speed of the input member connected to the first motor-generator (1), the speed of one output branch of the planetary gearset (4) is higher than the speed of the input member connected to the first motor-generator (1) and the speed of the other output branch of the planetary gearset (4) is lower than the speed of the input member connected to the first motor-generator (1), wherein at identical speed of the input member connected to the second motor-generator (2) and the input member connected to the first motor-generator (1), the speed of both output branches of the planetary gearset (4) is also identical.
  12. A method of operating the electric power-split system according to any one of the preceding claims, characterised in that the planetary gearset (4) summarises the input speed from the first motor-generator (1) and the input speed from the second motor-generator (2), wherein the two output members of the planetary gearset (4) are connected to the output block (38) and only one of the two branches of the output block (38) is used to transfer power to the output shaft (10), whereas the other of the two branches of the output block (38) is not used to transfer power to the output shaft (10), wherein the continuous change of the output speed from the output block (38) is regulated by altering the input speed from the second motor-generator (2).
  13. The method according to claim 12, characterised in that the equalization of the input and output speed of that first or second branch clutch (5, 6) which is disengaged, is regulated by altering the input speed from the second motor-generator (2), wherein after the equalization of the speed ahead and behind the disengaged clutch, the disengaged clutch is engaged and the engaged clutch is disengaged, thereby shifting the speed stage without a step-like change in torque and in output speed from the output block (38) and input speed from the first motor-generator (1).
  14. The method according to any one of claims 12 to 13, characterised in that the sense of rotation of the output speed of the output block (38) at an odd operating stage is reversed by controlling the sense of rotation of the second motor-generator (2) in the range of negative values, while the sense of rotation of the output speed of the output block (38) at an even operating stage is reversed by controlling the sense of rotation of the second motor-generator (2) in the range of positive values.
  15. The method according to claims 12 to 14, characterised in that when the first motor-generator (1) is stationary, both output members of the planetary gearset (4) are driven only by the second motor-generator (2).
  16. The method according to claims 12 to 14, characterised in that both output members of the planetary gearset (4) are driven by the first motor-generator (1) and the second motor-generator (2).
PCT/CZ2021/050066 2021-06-19 2021-06-19 Electric power-split system with a two-output planetary gearset WO2022096041A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PCT/CZ2021/050066 WO2022096041A1 (en) 2021-06-19 2021-06-19 Electric power-split system with a two-output planetary gearset
EP21748783.4A EP4069537A1 (en) 2021-06-19 2021-06-19 Electric power-split system with a two-output planetary gearset

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/CZ2021/050066 WO2022096041A1 (en) 2021-06-19 2021-06-19 Electric power-split system with a two-output planetary gearset

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2253867A1 (en) * 2009-05-19 2010-11-24 Heinz Aitzetmüller Power split drive
US20180361845A1 (en) * 2016-01-14 2018-12-20 Deere & Company Transmission with a mode selection apparatus

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2253867A1 (en) * 2009-05-19 2010-11-24 Heinz Aitzetmüller Power split drive
US20180361845A1 (en) * 2016-01-14 2018-12-20 Deere & Company Transmission with a mode selection apparatus

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