WO2022224077A1 - Système de propulsion hybride pour véhicules à deux roues - Google Patents

Système de propulsion hybride pour véhicules à deux roues Download PDF

Info

Publication number
WO2022224077A1
WO2022224077A1 PCT/IB2022/053383 IB2022053383W WO2022224077A1 WO 2022224077 A1 WO2022224077 A1 WO 2022224077A1 IB 2022053383 W IB2022053383 W IB 2022053383W WO 2022224077 A1 WO2022224077 A1 WO 2022224077A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive
shaft
centrifugal clutch
electric motor
designed
Prior art date
Application number
PCT/IB2022/053383
Other languages
English (en)
Inventor
Andrea DEGLI ESPOSTI
Danijel RAČUNICA
Original Assignee
DEA Motorsport technologies d.o.o.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DEA Motorsport technologies d.o.o. filed Critical DEA Motorsport technologies d.o.o.
Publication of WO2022224077A1 publication Critical patent/WO2022224077A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/36—Cycles; Motorcycles; Scooters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the combination of these two systems also allows us to generate electricity when the vehicle is moving, which results in charging the battery of our vehicle (scooter) while reducing the fuel consumption of the internal combustion engine.
  • the idea is to use a conventional internal combustion engine and an electric motor to move the vehicle, combining these two engines to achieve a single hybrid system as a pawer-unit, which operates in 3 versions - modes of operation that allow us to comply efficiently with European Union requirements to reduce the emissions of harmful gases produced by vehicles with internal combustion engines.
  • ICE internal combustion engine
  • the hybrid drive system for two- wheel vehicles shown in this patent file can be considered to be classified in Class B 60K 6/00 Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines.
  • our hybrid two-wheel drive system can operate with an electric drive only, with internal combustion engine drive only, or with both at the same time, which has resulted in solving certain technical problems that, according to these solutions, guarantee a safe ride, reducing the harmful emissions of the vehicle, in our case a scooter.
  • the basic problem solved by the proposed invention consists of a connection between a variator axle to which an electric motor is indirectly mounted, and an internal combustion engine.
  • the second, and very fundamental problem we are solving with this patent application is that we have placed the electric motor very close to the motor shaft of an internal combustion engine. We have thus moved the centre of mass to the central position of the vehicle, distributing the mass more favourably between the front and rear wheels, improving the balancing of the entire vehicle and thus achieving better handling characteristics.
  • a centrifugal clutch is attached to one end of the motor shaft and is fitted with centrifugal masses or discs which engage on the clutch drum and connect the engine torque to the drive variator by friction, which transmits the motion to the rear wheel via a belt.
  • the electric motor is connected to the bell-drum of the centrifugal clutch by a timing belt, drive chain or a sprocket, or the rotor of the electric motor is the drum clutch itself.
  • the centrifugal clutch In use, the centrifugal clutch enables the torque of the internal combustion engine to be transmitted to the primary axle of the variator, which transmits the torque to the rear wheel of the vehicle by means of a belt or chain transmission, and the rotating masses of the centrifugal clutch connected to it are disengaged from the drum of the centrifugal clutch when the internal combustion engine is switched off.
  • the centrifugal clutch drum As the centrifugal clutch drum is fitted with an electric motor via a chain, timing belt or gears, it allows the vehicle to be moved by electrical power alone.
  • Another problem we are solving is avoiding the need for endothermic motors to use an additional shaft because the clutch can be attached to one end of the motor crankshaft and when the system is running, the endothermic motor and the electric motor are generating torque at the same time. When the positive torque is no longer needed, the electric motor can be switched to the generator function and battery charging can start.
  • the problem we are solving with this connection system is the possibility to move the vehicle in electric and combined mode and charge the batteries when the vehicle is moving by recuperating energy.
  • the third mode of operation is that the internal combustion engine provides the torque to move the scooter, with the electric motor in a passive state of operation, absorbing some of the energy generated by the internal combustion engine to charge the batteries as it moves.
  • the mode where the internal combustion engine is switched off and all torque is provided from the energy stored in the battery and transferred via the electric motor to the two -wheel vehicle, is designed to operate in urban areas, resulting in zero pollution.
  • a third operating mode is the use of the internal combustion engine and the passive use of the electric motor in the case where the batteries are empty for any reasons and it is not possible to recharge them from and external power source, but there is a need to use the vehicle. It is possible to recharge the batteries by using the electric motor in a passive mode with the internal combustion engine supplying the power, part of which is used for recharging the batteries.
  • the electric motor is, in fact, always physically connected to a part of the primary shaft of the continuously variable transaxle (CVT) drive of the vehicle and can therefore transmit or receive energy at any time, depending on the driving mode.
  • CVT continuously variable transaxle
  • it is permanently connected to the drum of the centrifugal clutch, which is attached to the primary shaft of the CVT drive.
  • variable speed drives which are mainly used on scooters, but can also be used on other vehicles.
  • An internal combustion engine can only give off energy, it cannot take it in, but it can be used for deceleration.
  • the control unit which is not the subject of the present invention, ensures an optimal distribution of energy depending on the user's needs.
  • the aim is, of course, to utilise the advantages of both electric motor and internal combustion engine, and with the solution provided in the present patent application this is possible.
  • the innovative solution for a hybrid drive for two-wheel vehicles solves the problem of combining these two powertrains, namely: by the special design of the housing of the assembly in which the centrifugal clutch drum is housed, and the power is transmitted from the electric motor, in the design concept of the connection of the centrifugal clutch to the motor shaft carrier, which has the purpose of transferring torque from the internal combustion engine, in the innovative solution of the structural connection of a variator system or assembly connected horizontally through the centrifugal clutch and connecting to the motor shaft.
  • WO 2004 054836 with number SI/EO 1572486 includes a hybrid drive system for a vehicle, especially scooter that has a drive system mounted to the secondary shaft of the CVT drive and uses the CVT reductor with a belt that allows for the connection to the driving shaft of the engine with internal combustion.
  • the proposed solution has three major drawbacks.
  • the first is the weight of the electric motor, which is mounted directly near the rear wheel, so the total mass with the rear wheel is greater, resulting in a much poorer response in damping road imperfections, which can lead to a brief interruption of the rear wheel's contact with the road surface.
  • Another disadvantage is the weight of the clutch and clutch drum, to which they have attached the rotor of the electric motor, thus further increasing the rotating mass of the whole assembly.
  • the third disadvantage is that their electric motor needs to have about three times the torque to provide the same power as our proposed solution, so it is generally bigger and heavier.
  • the complete assembly is attached directly to the rear wheel via a gear train. This results in additional energy losses, firstly during acceleration, because the whole mass of the assembly has to be rotated, and then, when the vehicle has to be stopped, all the kinetic energy in the flywheel or centrifugal clutch assembly has to be converted into heat energy, which translates into additional heating of the braking system.
  • SI 20684 describes a complex hybrid system with an electric motor mounted between two clutches for engagement on the same axis between the motor and the driven shaft. According to this solution, the electric motor acts as a starter and the whole system is conceived for on road four-wheel vehicles.
  • the SI 22160 is conceived as a power hybrid system, where the majority of the propulsion energy is derived from the power internal combustion engines, but is based on hydraulic energy storage.
  • SI 22967 proposes a four-wheel drive hybrid system with a power divider and three electric rotation motors.
  • the system is suitable for applications having at least two pairs of drive wheels and a power-divider drive system with three idle speeds.
  • SI 22377 proposes a hybrid drive system that has an electromechanical motor unit mounted on an internal combustion engine in place of the flange.
  • the overall system is designed so that power is transmitted via the flywheel to the rotor of the electric motor, via a standard thrust plate.
  • SI 23144 deals with a hybrid fossil fuel and hydrogen peroxide engine. It is the use of chemical energy for hybrid propulsion by harnessing the energies of the exothermic catalysed decomposition of hydrogen peroxide into elemental oxygen and water vapour. SI 23465 proposes an electrical solution for the control and management of a drive having an electric motor as the prime mean of propulsion.
  • SI/EP 1250748 proposes an electric drive that transmits power of the generator by an ecliptic gear.
  • EP 2 444 266 B1 proposes a solution with two electric motors, one on the flywheel of the engine and the other on the driven shaft of the gearbox.
  • SEEP 2621787T1 relates to the control of an electric motor by providing a control device having an electric motor and an associated control unit, wherein the control device has a helical gear and a helical pinion which can drive the electric motor.
  • US 2021031635A1 describes a steering system for electric vehicles by including an electric motor connected to the drive wheel via a number of different power transmission components and a steering device designed to act as a forward control section configured on the basis of the transmission function.
  • hybrid two-wheel drive as an assembly of several hardware components, structurally integrated in aluminium alloy housings or made of any other material.
  • the key point is that all the machine elements have to fit and be mounted in a very small space, fitting on the primary axle of the variable transmission scooter.
  • the centrifugal assembly is the central assembly for transferring power from the internal combustion engine and the electric motor to the rear wheel of the scooter and functions as the controlling unit of the mode of the whole system.
  • the rotor of the centrifugal clutch which is equipped with centrifugal masses, engages the bell-drum clutch when the number of rotations of the internal combustion engine increase and the torque from the primary shaft of the CVT drive is transferred to the bell-drum clutch by friction, furthermore transmitting the power for propulsion to the rear wheel via a variator and pulleys with a belt.
  • the CVT is a device for transmitting power to the drive wheel of a scooter, and is mounted on the drive shaft or primary shaft of a variator.
  • the variator is a device used to transmit the torque from the centrifugal clutch system to the scooter wheel. It is a device that can vary according to its parameters, depending on the rotations obtained from an electric motor or an internal combustion engine.
  • the balance assembly consists of counter-weights mounted on the balance shaft and has the function of transferring torque from the internal combustion engine to the centrifugal clutch, as well as damping vibrations caused by the rotating parts of the internal combustion engine.
  • An endothermic assembly is a complete assembly that is in the function of: transmitting the torque from the motor shaft connecting rod to the centrifugal clutch or via the balancer shaft to the centrifugal clutch; and the power amplifier of our hybrid system.
  • An electric motor drive is a set of machine components that connect and simultaneously transmit power or torque from the rotor of an electric motor to the drum of a centrifugal clutch.
  • the hybrid propulsion system is designed for a safe and smooth ride on a scooter, meeting all safety conditions for such two-wheeler vehicles and the possibility to enter city centres in all electric mode with zero pollution, as well as to ride outside the city.
  • All housings shall be made of aluminium alloy, with strength reinforcements to the individual parts, which may be ribs or thickened parts, so that the above-mentioned assembly parts are positioned on the primary axis of the variable transmission.
  • the hybrid system met all the functional requirements that we had already set when designing the solution for scooter propulsion, which has an external electric motor or electric motor outside the centrifugal clutch and, in the second variation, where we designed the electric motor on the drum of the centrifugal clutch, or in any other position on the primary shaft of the CVT drive.
  • Figure 1 2D view of the arrangement of power transmission assemblies and components on a scooter, with a longitudinal cross-section of a centrifugal clutch having an externally driven electric motor
  • Figure 2 2D view of a centrifugal clutch and electric motor drive as a single assembly
  • Figure 3 2D view of an alternative motor shaft connection via a balanced shaft
  • Figure 4 2D view of an alternative arrangement of the electric motor on the primary shaft of a CVT drive
  • Figure 5 illustrates a centrifugal clutch version with a lamination power transmission system.
  • Figure 1 shows how the torque is transferred from the motor shaft to the centrifugal clutch.
  • the centrifugal clutch drum is attached to the primary shaft of the CVT drive variator and thus directly to the wheel of the scooter - vehicle via a belt.
  • the electric motor is connected via a gear to the centrifugal clutch drum and rotates always in proportion to the variator or primary shaft of the CVT drive, thus directly to the engine wheel.
  • Figure 2 shows the same situation as in Figure 1, but shows a second version of the electric motor, in which case the rotor of the electric motor is attached to the variator shaft of the CVT drive, thus eliminating the need for a gear, belt or chain connection between the electric motor and the primary shaft of the CVT drive, which is more advantageous due to the reduced friction between the gears.
  • Figure 3 shows the same situation as in Figure 1, but shows how the motor shaft can be connected via gears to the balancer shaft, and the balancer shaft via a centrifugal clutch to the primary shaft of the CVT drive.
  • Figure 4 shows the same situation as in Figure 1, but shows how the electric motor can also be placed directly on the primary shaft of the CVT drive.
  • Figure 5 illustrates the centrifugal clutch version as in Figure 1, but using a lamination system to engage the rotational action from the motor shaft to the primary shaft of the CVT drive.
  • Thrust plate carrier 1.2.1
  • the centrifugal clutch jaw 1.3 opens due to its mass and thus pushes the rigid lining 1.4 to the inner part of the centrifugal clutch drum 1.1.
  • the wall of the inner part of the drum of the centrifugal clutch 1.1 that receives the torque of the rotational energy of the motor shaft 4, it starts spinning on its own.
  • the primary shaft of the CVT drive 8 is starts spinning.
  • the other effect of the spinning of the drum of the centrifugal clutch 1.1 is that the gear installed to the rim of the drum of the centrifugal clutch 1.1.2 transfers the rotation energy to the rotor of the electric motor 5 via the transmission gear of the electric motor 5.1 and drive shaft of the electric motor 5.2.
  • the operation of the electric motor 5 depends on the current demands of the scooter’s driver. Further in this text, we will describe in detail the different operating conditions of the electric motor 5 and the co-driving of the internal combustion engine on the scooter, which, via the motor shaft 4, generates the rotational energy needed to propel our scooter.
  • the CTV drive variator 6 is positioned further along the horizontal axis and is closed by the CTV drive variator cover 2, which is mechanically connected to the centrifugal clutch 1 on one side and to the fixed pulley on the primary shaft of the CTV drive 7 on the other side, namely to the primary shaft of the CVT drive 8.
  • the CVT drive 6 variator operates by a system of weights which, during rotation of the primary shaft of CVT drive 8, push the CVT drive 6 variator against the CVT drive 9 belt 6. In this way, the revolutions of the primary shaft of the CVT drive are automatically regulated.
  • the transmission of the torque and rotational energy from the primary shaft of the CVT drive 8 Figl to the drive wheel of the scooter 17 is constructed in a way that on the primary shaft 8 a pully is fixed 7 as well as the variator 6, and they both drive the belt 9 that is on the other side connected to the pully for the rear wheel propulsion drive 15 and 16.
  • the components that allow for transmission of the torque and the rotation energy from the pulley of the read wheel propulsion drive 15 and 16 is made in a way that we can place a two staged shaft 10 and 10.1 through its middle, which ensures the pulley 15 is centred, while at the same time in transmits torque and rotation energy to the drive wheel of the scooter 17.
  • the mobile pully on the secondary shaft - axel 16 is together with the correctional tension pulley spring 11 creating the axel pressure to the belt of the CVT drive 9 in a way that it constantly corrects the tension of the belt 9 in the CVT drive.
  • the transmission of energy is then conducted through the installed transmission gear 12 installed on the right side of the secondary shaft 10 and the transmission gear 12 on the secondary shaft of the belt drive 10 connects by gears to the driver gear on the shaft of the read wheel 13, which propels the rear wheel 17 through the shaft of the rear gear 14.
  • the electric motor 5.0 is designed within the centrifugal clutch 1.
  • the drum of the rotor of the electric motor 1.1.0 is technically and design wise made in a shape of a cup, which has in the inner empty space inserted the same centrifugal assembly that we have described with Fig. 1 and that we will not describe again due to the same function as already describes.
  • the electric winding or magnet 1.1.1 is placed, which is very close to the stator of the electric motor (viewed vertically), which has the stator housing 1.6, in which the stator winding of the electric motor 1.6.1 is installed, and all of which is power- fastened and clamped to the bracket with the stator housing of the electric motor 1.7.
  • centrifugal clutch 1 Fig 1 The basic part of our hybrid drive is the centrifugal clutch 1 Fig 1, into which we install its rotating pats that reach the centrifugal force during rotation, which due to the mass of the centrifugal clutch jaws 1.3 stretches the spring, or the spring of the centrifugal clutch 1.5 where the jaw 1.3 with the rigid lining 1.4 starts sliding along the drum of the centrifugal clutch 1.1, which starts spinning together with the rotating central part.
  • a compressed gear 1.1.2 located on the drum of the centrifugal clutch 1.1, and is connected through gear system with the gear 5.1 on the electric motor 5, this also starts to turn.
  • gear 1.1.2 located on the drum of the centrifugal clutch 1.1, and is connected through gear system with the gear 5.1 on the electric motor 5, this also starts to turn.
  • the unification of our system is defined by having the entire motor 5.0 Fig 2 mounted in the system of the centrifugal clutch, view 1 Fig 2 in a way that the drum of the rotor of the electric motor 1.1.0 now has the function of the drum of the centrifugal clutch 1.1.
  • our electric motor 5.0 Fig 4 can also be connected to another place along the primary shaft of the CVT drive 8, such as the pully 7, by the connection through the gears or belts or chain, or have it integrally, or fasten the rotor of the electric motor to the pulley 7.
  • Fig 5 Show in Fig 5 we depicted the construction version with the centrifugal clutch as on Fig 2, but used the lamination system for engaging the rotational working of the motor shaft to the primary shaft of the CVT drive, where functionally the lamination centrifugal clutch works very similarly to the regular centrifugal clutch shown in Fig 1, 2, 3 and 4.
  • Lamination outer disks 1.4.1 are rotating together with the cup or drum 1.1.0 of the clutch, the inner lamination disks 1.3.1.1 rotate together with the motor shaft 4 Fig 5.
  • the rotation of the motor shaft 4 causes centrifugal forces na thus the weight 20 Fig5 starts pushing the thrust plate 1.3.1 and increases the fiction between the laminations 1.3.1.1 and 1.4.1 in a way that the clutch initiates the working of the primary shaft 8.
  • the centrifugal force of the rotation causes the weight 20 to rotate in the same direction as the motor shaft 4, but is distancing itself from the motor shaft 4 along the vertical axis and starts pushing the thrust plate 1.3.1 along the horizontal.
  • the thrust plate 1.3.1 is thus constructed in a way that observed along the vertical on the motor shaft 4 it gets narrower in an ecliptically line and is fixed to the connecting rod 21, which is on the right part mounted through the carrier of the support plate 1.2.1.
  • the connecting axel 21 is mounted to the carrier of the support plate to the spring of the lamination disk 22, which has as many springs and clutches to allow the movement of the thrust plate 1.3.1 in the direction of the horizontal motor shaft 4.
  • the effect of the centrifugal force to the weight 20 is that it is pushed verticals in accordance to the motor shaft 4 and thus distances it from the shaft.
  • it connects to the conus part of the thrust plate 1.3.1 and pushes it towards the outer lamination disk 1.4.1, which connects to the inner lamination diskl.3.1.1 by friction and thus starts the working of the rotor 1.1.0 of our electric motor 5.0 and the spinning of the primary shaft of the CVT drive 8.
  • control system for operating our hybrid scooter is not an integral part of this application and constitutes a separate complete entity, which will not be described in this patent application.
  • the secondary shaft is connected via a gear transmission to the rear wheel, this means that when the rear wheel is stopped, i.e., not rotating, the secondary shaft is also not rotating, but when the vehicle is travelling at top speed, the secondary shaft is also rotating at top speed.
  • the clutch assembly or clutch assembly that we have fitted to the primary shaft of the CVT drive may be 3 times smaller, because it transmits 3 times less torque, because the CVT drive has a transmission ratio of about 3:1 in the initial position, therefore when the primary shaft makes 3 revolutions, the secondary shaft makes 1 revolution.
  • the motor with the internal combustion provides the torque for propulsion and the electric motor is passive and during its motion absorbs part of the energy that is created by the motor with the internal combustion to charge the battery. Therefore, the created value equals M-end - M-ele.

Landscapes

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

Abstract

L'invention concerne un système de propulsion hybride pour véhicules à deux roues montrant comment le couple est transmis à partir de l'arbre de moteur (4) auquel est fixé l'embrayage centrifuge (1). Dans ce cas de figure, le tambour de l'embrayage centrifuge (1.1) est fixé à l'arbre primaire du système de propulsion à transmission à variation continue (8) et ainsi, directement par l'intermédiaire de la courroie (9) à la roue (17) du véhicule. Le moteur électrique (5) est relié par l'intermédiaire d'un engrenage (5.1) à l'engrenage du tambour d'embrayage centrifuge (1.1.2) et est toujours en rotation proportionnellement à l'arbre primaire du système de propulsion à transmission à variation continue (8) et ainsi directement à la roue motrice (17). La deuxième version du système de propulsion hybride pour véhicules à deux roues présente une deuxième version du moteur électrique, le tambour de rotor du moteur électrique (1.1.0 ou 1.1.0.1) est fixé à l'arbre primaire du système de propulsion à transmission à variation continue (8), ce qui permet d'éliminer le besoin d'une liaison par engrenage (1.1.2) et (5.1) entre le moteur électrique (5) et l'arbre primaire du système de propulsion à transmission à variation continue (8), ce qui est plus avantageux en raison du frottement réduit entre les engrenages (1.1.2) et (5.1). La version hybride du système de propulsion à deux roues est conçue à des fins de montage du moteur électrique n'importe où sur l'arbre primaire du système de propulsion à transmission à variation continue (8), y compris sur une poulie fixe (7). Nous avons également introduit une version pour séparer le moteur à combustion interne et l'arbre d'équilibrage (18) par des engrenages (19).
PCT/IB2022/053383 2021-04-19 2022-04-11 Système de propulsion hybride pour véhicules à deux roues WO2022224077A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SI202100090A SI26001A (sl) 2021-04-19 2021-04-19 Hibridni pogon za dvokolesna vozila
SIP-202100090 2021-04-19

Publications (1)

Publication Number Publication Date
WO2022224077A1 true WO2022224077A1 (fr) 2022-10-27

Family

ID=78703437

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB2022/053383 WO2022224077A1 (fr) 2021-04-19 2022-04-11 Système de propulsion hybride pour véhicules à deux roues

Country Status (2)

Country Link
SI (1) SI26001A (fr)
WO (1) WO2022224077A1 (fr)

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0445873A1 (fr) * 1990-03-08 1991-09-11 PIAGGIO VEICOLI EUROPEI S.p.A. Système hybride de propulsion pour véhicules, notamment véhicules routiers
EP1036957A1 (fr) * 1999-03-18 2000-09-20 Liau, Bai-Guang Dispositif de transmission de puissance avec moteur électrique et moteur à combustion interne
DE20201640U1 (de) * 2001-11-14 2002-07-04 Ind Tech Res Inst Hybridantrieb mit stufenlos regelbarer Drehzahl
DE20200633U1 (de) * 2001-11-14 2002-07-04 Ind Tech Res Inst Hybridantrieb
EP1250748A1 (fr) 2000-01-28 2002-10-23 Oskar Wachauer Dispositif d'entrainement electrique pour un vehicule
WO2004054836A1 (fr) 2002-12-16 2004-07-01 Universita' Di Pisa Ensemble de transmission hybride pour vehicule, notamment, un scooter
EP2444266A1 (fr) 2009-06-17 2012-04-25 Shanghai E-propulsion Auto Technology Co., Ltd. Unité d'entraînement électrique hybride double embrayage bimoteur série/parallèle pour automobile
EP2621787A1 (fr) 2010-09-30 2013-08-07 ZF Lenksysteme GmbH Mécanisme de direction pourvu d'un moteur électrique, d'une unité de commande et d'un système de capteurs ainsi que système électrique de direction assistée ainsi équipé
SI24025A (sl) 2012-03-08 2013-09-30 Performa D.O.O. Sklop centrifugalne sklopke za motorna vozila z variabilnim prenosom
US20210031635A1 (en) 2019-08-01 2021-02-04 Toyota Jidosha Kabushiki Kaisha Electrified vehicle system and control method of controlling electrified vehicle

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0445873A1 (fr) * 1990-03-08 1991-09-11 PIAGGIO VEICOLI EUROPEI S.p.A. Système hybride de propulsion pour véhicules, notamment véhicules routiers
EP1036957A1 (fr) * 1999-03-18 2000-09-20 Liau, Bai-Guang Dispositif de transmission de puissance avec moteur électrique et moteur à combustion interne
EP1250748A1 (fr) 2000-01-28 2002-10-23 Oskar Wachauer Dispositif d'entrainement electrique pour un vehicule
DE20201640U1 (de) * 2001-11-14 2002-07-04 Ind Tech Res Inst Hybridantrieb mit stufenlos regelbarer Drehzahl
DE20200633U1 (de) * 2001-11-14 2002-07-04 Ind Tech Res Inst Hybridantrieb
WO2004054836A1 (fr) 2002-12-16 2004-07-01 Universita' Di Pisa Ensemble de transmission hybride pour vehicule, notamment, un scooter
EP2444266A1 (fr) 2009-06-17 2012-04-25 Shanghai E-propulsion Auto Technology Co., Ltd. Unité d'entraînement électrique hybride double embrayage bimoteur série/parallèle pour automobile
EP2621787A1 (fr) 2010-09-30 2013-08-07 ZF Lenksysteme GmbH Mécanisme de direction pourvu d'un moteur électrique, d'une unité de commande et d'un système de capteurs ainsi que système électrique de direction assistée ainsi équipé
SI24025A (sl) 2012-03-08 2013-09-30 Performa D.O.O. Sklop centrifugalne sklopke za motorna vozila z variabilnim prenosom
US20210031635A1 (en) 2019-08-01 2021-02-04 Toyota Jidosha Kabushiki Kaisha Electrified vehicle system and control method of controlling electrified vehicle

Also Published As

Publication number Publication date
SI26001A (sl) 2021-11-30

Similar Documents

Publication Publication Date Title
US6659910B2 (en) Hybrid power system with continuously variable speed
AU2003303034B2 (en) Hybrid drive assembly for a vehicle, in particular a scooter
US6663524B2 (en) Hybrid power system
US6638193B2 (en) Transmission system for automotive vehicle
US6020697A (en) Hybrid vehicle
CN103826894B (zh) 动力传动系
US20010000284A1 (en) Electric bicycle
US20020073802A1 (en) Power transmission system of an automobile
WO2010064550A1 (fr) Dispositif de transmission de puissance pour véhicule hybride
CN101311018B (zh) 电动锥盘离合凸轮自适应自动变速轮毂
HUE030512T2 (en) Hybrid Drive System
JP2003154862A (ja) トルク伝達装置
JP2011131619A (ja) ハイブリッド車両の駆動装置
JP2006290187A (ja) 車両用ハイブリッド駆動装置
CN107487171A (zh) 尤其用于机动车辆的扭矩传递装置
WO2022224077A1 (fr) Système de propulsion hybride pour véhicules à deux roues
CN103600805A (zh) 新型助力电动自行车的动力装置及放置
CN1250409C (zh) 并联式双动力元复合动力系统
JP2015500963A (ja) トランスミッション装置、パワートレイン、エネルギ蓄積装置と、このような設備を持つ車両
CN203558185U (zh) 新型助力电动自行车的动力装置
EP3891029B1 (fr) Ensemble roue de véhicule
EP3891028B1 (fr) Ensemble roue de véhicule et procédé
JP6116392B2 (ja) 走行車両の駆動装置
CN114945489A (zh) 动力系组件
WO2004053350A1 (fr) Dispositif d'entrainement hybride et mecanisme d'embrayage/amortisseur de celui-ci et procedes correspondants

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22723760

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 22723760

Country of ref document: EP

Kind code of ref document: A1