• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Transmission for a motor vehicle with hybrid propulsion comprising a heat engine (2) and an electric machine (3), comprising two concentric primary shafts (7, 8) connected respectively to the heat engine (2) and to the electric machine (3) and a secondary line (5) connected to the wheels of the vehicle. The solid primary shaft (7) carries two idle gears (7a, 7b). The secondary line (5) comprises two concentric secondary shafts (10, 11). The hollow secondary shaft (11) carries two fixed gears (11a, 11b) respectively meshing with an idle gear (7b) of the solid primary shaft (7) to form a fourth gear ratio and with a fixed gear (8a). the hollow primary shaft (8) to form a third reduction ratio. Said transmission (1) comprises a first coupling system (9) between the solid primary shaft (7) and its two idle gears (7a, 7b) and a second coupling system (12) between the two secondary shafts (10, 11) or between the solid secondary shaft (10) and its idle gear (10a).
    公开号:FR3016319A1
    申请号:FR1450343
    申请日:2014-01-16
    公开日:2015-07-17
    发明作者:Nicolas Fremau；Arnaud Villeneuve；Ahmed Ketfi-Cherif；Antoine Vignon
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to the field of transmissions for motor vehicles with hybrid propulsion comprising, on the one hand, a driving heat engine and, on the other hand, an electric machine. More particularly, the invention relates to hybrid transmissions comprising two concentric primary shafts each carrying at least one pinion on a secondary shaft connected to the wheels of the vehicle. The interest of hybrid transmissions is to provide two sources of energy, thermal and electrical, to the drive train of the vehicle. The torque contributions of these two energies can be combined in a so-called "hybrid" mode or can be used separately, either in a so-called "pure thermal" mode where the electric machine does not provide torque to the traction chain, either in a mode called "pure electric", where the engine does not provide torque to the drive train. Hybrid transmissions drive the engine off or on the road using the electric machine as a starter. Hybrid transmissions can also charge the vehicle batteries by the electric machine running as a generator. Document FR 2 973 299 discloses a transmission for a motor vehicle with hybrid propulsion, in which the primary line comprises a hollow primary shaft connected to the electric machine and a solid primary shaft connected directly to the flywheel of the heat engine. The solid primary shaft carries both a idler gear meshing with a fixed gear of the secondary shaft to form a first gear down and two idle gears forming two further gear downs with two fixed gears of the secondary shaft. . The transmission comprises a first coupling means for producing three different positions in which: the heat engine is decoupled from the kinematic chain connecting the electric machine to the wheels, the heat engine drives the wheels with or without the addition of the electric machine, and the heat engine and the electric machine are coupled to add their respective torques.
    [0002] Such a transmission makes it possible to have at least two distinct ratios in electric and hybrid mode and a higher ratio in thermal mode dedicated to fast rolling, such as for example at 130km / h. Thus, the electric machine can be used as the sole source of motive power on a short gear, suitable for driving in the city and an intermediate gear, suitable for driving on the road beyond an intermediate speed threshold, for example 100km / h. For highway driving, a long ratio is used where the heat engine alone is coupled to the wheels. In this case, the electric machine is used as an energy generator to recharge the battery. This document also proposes to use the electric machine as sole source of energy up to a threshold for example of 16km / h, beyond which the driving energy of the electric machine and that of the heat engine are accumulated in said mode. "Hybrid".
    [0003] However, the maximum speed in pure electric mode remains low, and shifts are made with a torque break that can be felt by the passengers of the vehicle. The objective of the invention is therefore to overcome these drawbacks and to optimize the modes of transmission to have hybrid modes under torque. The object of the invention is therefore to provide a hybrid drive transmission in which the speed change between two reduction ratios in electric mode is reduced and thus improve the driving comfort in hybrid mode. This reduction allows a greater flexibility of use of the two reports usable by electric machine which can thus have a range of recovery, concretely the regime of change of ratio between these two ratios can be selected without constraint in the recovery range. Another object of the invention is to reduce energy consumption on the highway. Indeed, the proposed architecture provides a reduction ratio specific to the use of the heat engine on the highway, and to choose for example a very long reduction ratio, distinct from those used by the electric machine. In short, it is therefore possible to choose with great freedom the reduction ratios best suited to the use of the electric machine on the one hand, and the heat engine on the other hand.
    [0004] In one embodiment, the invention relates to a hybrid drive transmission comprising a heat engine and an electric machine, comprising a primary line comprising a solid primary shaft connected to the flywheel of the heat engine and a hollow primary shaft. concentric to the solid primary shaft and connected to the electric machine. Said primary shafts each carry at least one downward gear on a secondary line connected to the wheels of the vehicle. The secondary line comprises a solid secondary shaft carrying an idler gear meshing with a fixed gear of the hollow primary shaft to form a first reduction ratio and a fixed gear meshing with a idler gear of the solid primary shaft to form a second gear reduction. The solid primary shaft carries at least a second idler gear and the secondary line comprises a hollow secondary shaft, concentric with the solid secondary shaft and carrying two fixed gears meshing respectively with the second idler gear of the solid primary shaft to form a fourth reduction ratio and with a second fixed gear of the hollow primary shaft to form a third gear ratio. Said transmission comprises a first coupling system between the solid primary shaft and one of its two idle gears and a second coupling system between the two secondary shafts or between the solid secondary shaft and its idler gear. Thus, one can have an additional reduction stage without adding coupling means and without increasing the radial size by adding an auxiliary secondary shaft. Indeed, in the document FR 2 973 299, the gear of second gear ratio transmits all of the combined torque from the electric machine and the engine, whereas in the case of the present invention, the two gears never transmit the combined torque of the electric machine and the heat engine. The present invention therefore makes it possible to reduce the dimensions and in particular the widths of the two gears making it possible to differentiate the speeds of the heat engine and the electric machine without impacting the total length of the transmission. The thermal mode alone on the motorway is thus replaced by a hybrid mode. Advantageously, the transmission has at least a first electrical mode, in which the first coupling system is open, while the second coupling system is closed so as to secure the idle gear of the short ratio with the solid secondary shaft. In one embodiment, the transmission has at least a second electrical mode, in which the first coupling system is open, while the second coupling system is closed so as to secure the hollow secondary shaft with the shaft. full secondary. In one embodiment, the transmission has at least a first hybrid mode, in which the first coupling system is closed so as to make the second idle gear and the solid main shaft integral and the second coupling system is closed. so as to secure the idle gear of the short ratio with the solid secondary shaft.
    [0005] In one embodiment, the transmission has at least a second hybrid mode, in which the first coupling system is closed so as to couple the first idle gear and the solid primary shaft and the second coupling system is closed. in order to secure the idle gear of the short ratio with the solid secondary shaft. In one embodiment, the transmission has at least a third hybrid mode, wherein the first coupling system is closed to couple the first idle gear and the solid primary shaft and the second coupling system is closed so as to make the two secondary trees stand together. In one embodiment, the transmission has at least a fourth hybrid mode, in which the first coupling system is closed so as to couple the second idle gear and the solid primary shaft and the second coupling system is closed. in order to make the two secondary trees integral. In one embodiment, the transmission has at least one mode of charging the battery in which the first coupling system is closed so as to couple the second idle gear and the solid primary shaft, and the second coupling system is open. In one embodiment, the heat engine comprises an integrated starter system of low or high voltage alternator / starter type, or an ISG type starter on the flywheel. In one embodiment, the heat engine and the electric machine are arranged on the same side of the primary line. In another embodiment, the electric machine is disposed at one end of the primary line and the heat engine is disposed at a second end of the primary line, opposite the first end.
    [0006] According to a second aspect, the invention relates to a method for controlling a transmission for a hybrid propulsion vehicle comprising a heat engine and an electric machine, comprising a primary line comprising a solid primary shaft connected to the flywheel of the engine. and a hollow primary shaft concentric to the solid primary shaft and connected to the electric machine, said primary shafts each carrying at least one down gear on a secondary line connected to the wheels of the vehicle. The secondary line comprises a solid secondary shaft carrying an idler gear meshing with a fixed gear of the hollow primary shaft to form a first reduction ratio and a fixed gear meshing with a idler gear of the solid primary shaft to form a second gear reduction device and a hollow secondary shaft, concentric with the solid secondary shaft and carrying two fixed gears meshing respectively with a second idler gear of the solid primary shaft to form a fourth reduction ratio and with a second fixed gear of the shaft hollow primary to form a third reduction ratio. Said transmission comprising a first coupling system between the solid primary shaft and one of its two idle gears and a second coupling system between the two secondary shafts or between the solid secondary shaft and its idler gear. The transmission has at least two electrical modes, between which the transition is effected by: - cancellation of the torque in the electric machine, - decoupling the idle gear of the first reduction ratio by opening the second coupling system, - synchronization of the rotational speed of the electric machine with the speed of rotation of the fixed gear of the third ratio of the hollow secondary shaft, - interconnection on the third reduction ratio by closing the second coupling system so as to secure the two shafts secondary - resetting of the electric machine.
    [0007] In one embodiment, the transition between a first electric mode and a first hybrid mode is effected by: - starting of the vacuum heat engine, - idle synchronization of the speed of rotation of the heat engine on the speed of rotation of the pinion crazy second gear ratio, - interconnection of the idler gear of the second report with the solid primary shaft by closing the first coupling system, - pairing of the electric machine. Advantageously, the starting of the vacuum heat engine is controlled by an integrated start-up system of the alternator type with low or high voltage, or a starter of the ISG type on the flywheel. In one embodiment, the transition between the two electrical modes is effected by: - interconnecting the idle gear of the second gear with the solid primary shaft by closing the first coupling system; - idle synchronization of the engine rotation speed by the integrated starter system. Thus, we can ensure a transition between the two electrical modes under torque, without turning on the engine. In one embodiment, the transition between a first hybrid mode and a second hybrid mode is effected by: - canceling the electric machine torque, - synchronizing the speed of rotation of the vacuum electric machine with the speed of rotation of the machine. fixed gear of the third reduction ratio, - interconnection on the third reduction ratio by closing the second coupling system, - resetting of the electric machine. In one embodiment, the transition between a second hybrid road mode and a third hybrid mode is effected by: - canceling the torque of the heat engine, - decoupling the idle gear of the second reduction ratio by opening the first system of coupling, - synchronization of the rotational speed of the heat engine on the speed of rotation of the third ratio hollow primary shaft, - interconnection of the fourth ratio idler with the solid primary shaft by closing the first coupling system. In one embodiment, the transition between a charging mode at a standstill and a first electrical mode is carried out by: - cancellation of the torque of the heat engine, - de-interconnection of the first coupling system and synchronization of the engine speed on a high idle speed, - stop of the electric machine, - interconnection of the idler gear of the fourth reduction ratio with the solid primary shaft by closing the first coupling system. In another aspect, the invention relates to a hybrid propulsion vehicle comprising a heat engine, an electric motor and a transmission as described above. Other objects, features and advantages of the invention will become apparent on reading the following description, given solely by way of nonlimiting example, and with reference to the appended drawings, in which: FIG. 1 schematically represents a diagram of FIG. architecture of a transmission according to a first embodiment of the invention; FIG. 2 illustrates the transmission of FIG. 1 in a low-speed electrical mode; FIG. 3 illustrates the transmission of FIG. 1 in a high-speed electrical mode; FIG. 4 illustrates the transmission of FIG. 1 in a single thermal mode; FIGS. 5, 6, 7 and 8 illustrate the transmission of FIG. 1 in respectively four distinct hybrid modes; FIG. 9 illustrates the transmission of FIG. 1 in a charging mode when stationary; and FIG. 10 schematically represents an architecture diagram of a transmission according to a second embodiment of the invention. As illustrated in the figures, a transmission, referenced 1 as a whole, is intended to be integrated in a hybrid propulsion vehicle (not shown) comprising, on the one hand, a driving heat engine 2 and another 3. As shown, the transmission 1 comprises a primary line 4 and a secondary line 5. The electric machine 3 is preferably (but not necessarily) of disc axial type. Other types of electrical machine can also be used in the context of the invention, for example radial, magnet or excitation coil machines, synchronous, asynchronous machines, or reluctance machines, whatever their topology. . The heat engine 2 and the electric machine 5 are arranged on the same side of the primary line 4. Gears are arranged between the primary line 4 and the secondary line 5, so as to transmit the torque of one or both of the motors. bridge differential motors 6 driving the wheels (not shown) of the motor vehicle. The primary line 4 comprises a solid primary shaft 7, axis X1, connected directly via a filtration system (not shown), such as for example a damper hub, double flywheel or any other appropriate means, at flywheel of a heat engine 2 and a hollow primary shaft 8, coaxial with the solid primary shaft 7, and connected to the rotor of an electric machine 3 disposed on the same side as the heat engine 2.
    [0008] The solid primary shaft 7 has free rotation two idle gears 7a, 7b can be selectively connected to the solid primary shaft 7 by a first coupling system 9, such as for example a clutch, a synchronizer, or other type of coupler progressive or not.
    [0009] The hollow primary shaft 8 carries two fixed gears 8a, 8b. As illustrated, the secondary line 5 comprises a solid secondary shaft 10, axis X2, and a hollow secondary shaft 11, coaxial with the solid secondary shaft 11. As illustrated, the axis X2 of the secondary trees is parallel to the axis Xi of the primary trees. The solid secondary shaft 10 carries a free spinning pinion 10a that can be selectively connected to the solid secondary shaft 10 by a second coupling system 12, such as for example a clutch, a synchronizer, or other type of progressive coupler or no, a fixed gear 10b and a down gear 10c to the differential 6 connected to the wheels (not shown) of the vehicle. The hollow secondary shaft 11 carries two fixed pinions 11a, 11b and can be connected to the solid secondary shaft 10 by the second coupling system 12.
    [0010] The first idler 7a of the solid primary shaft 7 meshes with the fixed gear 10b of the secondary solid shaft 10 to form a first gear down, corresponding to the intermediate ratio, or second reduction ratio of the transmission 1. The second idler 7b of the solid primary shaft 7 meshes with the first fixed gear 11a of the hollow secondary shaft 11 to form a second gear down, corresponding to the fourth reduction ratio of the transmission 1. The two fixed gears 8a , 8b of the hollow primary shaft 8 mesh respectively with the second fixed gear 11b of the hollow secondary shaft 11 to form a gear descent corresponding to the third reduction ratio called "long ratio" of the transmission 1, and with the idler pinion 10a of the secondary solid shaft 10 to form a gear descent corresponding to the first reduction ratio called "short ratio" of the transmission 1.
    [0011] The first coupling means 9 makes it possible to couple the solid primary shaft 7 with one of its two idle gears 7a, 7b. The second coupling means 12 makes it possible to couple the two secondary shafts 10, 11 between them, or the solid secondary shaft 10 with its idle gear 10a. In FIG. 2, the first coupling system 9 is open, while the second coupling system 12 is closed so as to rotate the idle gear of the first ratio (short ratio) 10a with the solid secondary shaft 10. transmission 1 shown in Figure 2 is in electric mode "El" on a short report, or first report, corresponding to a low speed electric mode. The torque supplied by the electric machine 3 to the hollow primary shaft 8 descends through the first fixed gear 8b on the idle gear 10a of the solid secondary shaft 10. In FIG. 3, the first coupling system 9 is always open, while the second coupling system 12 is closed, so as to join in rotation the hollow secondary shaft 11 with the solid secondary shaft 10. The transmission 1 shown in Figure 3 is in electric mode "E3" on a third report reduction, greater than the short ratio, corresponding to a high-speed electrical mode. The torque supplied by the electric machine 3 to the hollow primary shaft 8, descends by the second fixed gear 8a on the fixed gear l lb of the long or third gear ratio. In FIG. 4, the first coupling system 9 is closed so as to couple in rotation the first idle gear 7a and the solid primary shaft 7, while the second coupling system 12 is open. The transmission 1 shown in Figure 4 is in thermal mode "Th2" on the second report. The torque supplied by the heat engine 2 to the solid primary shaft 7 descends through the first idle gear 7a on the fixed gear 10b of the secondary solid shaft 10. In FIG. 5, the first coupling system 9 is closed to couple in rotation the second idler gear 7b and the solid primary shaft 7, while the second coupling system 12 is closed so as to secure the idle gear of the first reduction ratio 10a with the solid secondary shaft 10. The couples the engine 2 and the electric machine 3 add up on a short report, in a mode "Th / E1" said "hybrid in case of steep slope". In this mode of transmission, the electric machine 3 is directly downhill on the secondary line 5 while the torque of the heat engine 2 supplied to the secondary line 5 passes through a sequence of three successive ratios, namely the ratios one, three and four. In FIG. 6, the first coupling system 9 is closed so as to couple the solid primary shaft 7 and its first idle gear 7a, while the second coupling system 12 is closed so as to secure the idler gear of the first gear 10 of the reduction with the secondary shaft full 10. The torques of the heat engine 2 and the electric machine 3 add up on an intermediate report in a "Th2 / E1" mode. In FIG. 7, the first coupling system 9 is in the same position as in FIG. 6, but the second coupling system 12 has changed position in order to secure the hollow secondary shaft 11 to the solid secondary shaft 10. The torques of the heat engine 2 and the electric machine 3 add up to another intermediate ratio in a "Th2 / E3" mode. In FIG. 8, the first coupling system 9 is closed so as to make the second idle gear 7b and the solid main shaft 7 integral, while the second coupling system 12 is closed so as to secure the hollow secondary shaft. 11 to the secondary shaft full 10. The couples of the engine 2 and the electric machine 3 add up on a long report, in a mode "Th4 / E3" said "hybrid highway". This transmission mode allows the establishment of two independent reports on the one hand of a third reduction ratio for the electric machine 3 and on the other hand a fourth reduction ratio for the heat engine 2. Thus, the reports are established directly without any loss of efficiency. Finally, in FIG. 9, the recharging mode is obtained by securing the second idle gear 7b and the solid primary shaft 7 by the first coupling means 9 and thus by securing the two primary shafts 7, 8 via the hollow secondary shaft 11, without lowering of movement on the secondary line 5. The transition between the two pure electric modes E1 and E3 illustrated in FIGS. 2 and 3 is effected by breaking of torque by self-synchronization of the electric machine 3 The main steps are as follows: - cancellation of the torque of the electric machine 3; - Decoupling the idle gear 10a of the first reduction ratio by opening the second coupling system 12; - synchronization of the speed of rotation of the electric machine 3 with the speed of rotation of the fixed gear llb of the hollow secondary shaft 11 of the third reduction ratio; - Clutching on the third reduction ratio by closing the second coupling system 12, so as to secure the two secondary shafts 10 and 11; and - resetting of the electric machine 3. It is possible to leave the low-speed electric mode El, illustrated in FIG. 2, for the high-speed city hybrid mode Th2 / E1, illustrated in FIG. 6, for example between 70 and 80 km / h with the following transition, under torque, by pushing the electric machine 3 on the first gear: - starting of the engine 2 (unladen), for example, using a starter system (not shown) integrated into the engine. The starter system can be, for example, a conventional starter, a low-voltage or high-voltage starter-starter, or an ISG type starter ("Integrated Start Generator" in English terms) on the flywheel; - Vacuum synchronization of the rotational speed of the engine on the speed of rotation of the idler gear 7a of the second reduction ratio; - Clutching the idler gear 7a of the second reduction ratio with the solid primary shaft 7 by closing the first coupling system 9; and - bringing the electric machine into torque. 3. Then, the road hybrid mode Th2 / E3, illustrated in FIG. 7, can be reached, for example between 80 and 100 km / h, always under torque: - cancellation of the torque of the machine electric 3; - Synchronization of the speed of rotation of the electric machine 3 empty on the speed of rotation of the fixed gear 1 lb of the hollow secondary shaft 11 of the third reduction ratio; - Clutching the third reduction ratio by closing the second coupling system 12, so as to secure the two secondary shafts 10 and 11; and - resetting of the electric machine 3. This transition is under torque, because it is pushed by the engine on the second gear. It is hardly felt by users because it is carried out without variation of engine speed. It is then possible to join the hybrid highway mode Th4 / E3, illustrated in FIG. 8, as follows: - cancellation of the torque of the heat engine 2; - Decoupling the idle gear 7a of the second gear by opening the first coupling system 9; synchronization of the speed of rotation of the heat engine 2 with the speed of rotation of the hollow primary shaft 8; and - interconnection of the second idler gear 7b of the fourth ratio with the solid primary shaft 7 by closing the first coupling system 9. This transition allows the establishment of two independent reduction ratios, that is to say a third report for the electric machine 3 and a fourth report for the heat engine 2. Thus, the third and fourth ratios are established directly without loss of efficiency. The fourth reduction ratio is determined to ensure the best compromise on the heat engine 2 alone in order to minimize high speed energy consumption, for example at 130km / h and to ensure sufficient capacity to cross the slopes on the motorway. The third reduction ratio is determined to ensure the best compromise on the electric machine 3 alone.
    [0012] Starting from a stationary recharge situation, illustrated in Figure 9, we can have a simplified mode to manage critical situations with a low level, so as to reduce the risk of immobilization by complete unloading. batteries (not shown). From the charging mode at standstill, where the heat engine 2 rotates by driving, through the hollow secondary shaft 11 on the gears of the third and fourth gear ratios, the electric machine 2 which charges the battery, the low-speed electric mode (from 15 to 40 km / h approximately), illustrated in FIG. 2, is reached, leaving the heat engine 2 to turn on its idle independently of the traction: - cancellation of the torque of the heat engine 2; - Decoupling the first coupling system 9 and synchronization of the speed of the engine 2 at a high idle speed, for example at 1000 revolutions per minute; stopping the electric machine 3; and - interconnection of the idler gear 7b of the fourth reduction ratio with the solid primary shaft 7 by closing the first coupling system 9. The addition of the heat engine then joins the hybrid mode, shown in Figure 5, the following way: - idle synchronization of the speed of rotation of the electric machine 3 on the rotational speed of the hollow primary shaft 8; - Clutching the idler gear 10a of the first reduction ratio with the solid secondary shaft 10 by closing the second coupling system 12; and - coupling the heat engine 2. This transition is under torque because it is pushed by the electric machine 3 on the first report, which facilitates the control of the engine 2 which meshes on the secondary line 5 by a sequence of three reports the fourth report, the third report and the first report. Finally, from the low-speed city hybrid mode, it is also possible to join the other hybrid modes, in accordance with the transitions described above. The embodiment illustrated in FIG. 10, in which the same elements have the same references, differs from the embodiment illustrated in FIG. 1 by the position of the various elements constituting the transmission, the operation of such a transmission being identical to the operation of the transmission shown in Figure 1. As shown in Figure 10, the transmission 1 is intended to be integrated in a hybrid drive motor vehicle (not shown) comprising, on the one hand a drive motor 2 and on the other hand an electric machine 3. As illustrated, the transmission 1 comprises a primary line 4 and a secondary line 5. The electric machine 5 is disposed at one end of the primary line 4 and the heat engine 2 is disposed at a second end of the primary line 4, opposite the first end. As illustrated, the electric machine 5 is located at the front of the gearbox, so as to mask the length of the pinion gear 10c of the differential 6. As a non-limiting example, this new architecture is well suited to large vehicles. As illustrated in FIG. 10, the primary line 4 comprises a solid primary shaft 7, of axis X1, connected directly via a filtration system (not shown), such as for example a damping hub, double flywheel or any other suitable means, the flywheel of a heat engine 2 and a hollow primary shaft 8, coaxial with the solid primary shaft 7, and connected to the rotor of the electric machine 3.
    [0013] The solid primary shaft 7 has free rotation two idle gears 7a, 7b can be selectively connected to the solid primary shaft 7 by a first coupling system 9, such as for example a clutch, a synchronizer, or other type of coupler progressive or not.
    [0014] The hollow primary shaft 8 carries two fixed gears 8a, 8b. As illustrated in FIG. 10, the secondary line 5 comprises a solid secondary shaft 10 with axis X2 and a hollow secondary shaft 11 coaxial with the solid secondary shaft 11. As illustrated, the axis X2 secondary trees is parallel to the axis X1 of the primary trees. The solid secondary shaft 10 carries a free spinning pinion 10a that can be selectively connected to the solid secondary shaft 10 by a second coupling system 12, such as for example a clutch, a synchronizer, or other type of progressive coupler or no, a fixed gear 10b and a down gear 10c to the differential 6 connected to the wheels (not shown) of the vehicle. The hollow secondary shaft 11 carries two fixed gears 11a, 11b and can be connected to the solid secondary shaft 10 by the second coupling system 12.
    [0015] The first idler 7a of the solid primary shaft 7 meshes with the fixed gear 10b of the secondary solid shaft 10 to form a first gear down, corresponding to the intermediate ratio, or second reduction ratio of the transmission 1. The second idler 7b of the solid primary shaft 7 meshes with the first fixed gear 11a of the hollow secondary shaft 11 to form a second gear down, corresponding to the fourth reduction ratio of the transmission 1. The two fixed gears 8a , 8b of the hollow primary shaft 8 mesh respectively with the second fixed gear 11b of the hollow secondary shaft 11 to form a gear descent corresponding to the third reduction ratio called "long ratio" of the transmission 1, and with the idler gear 10a of the secondary solid shaft 10 to form a gear descent corresponding to the first gear ratio said "short ratio" of the transmission 1. The first means of c ouplage 9 makes it possible to couple the solid primary shaft 7 with one of its two idle gears 7a, 7b. The second coupling means 12 makes it possible to couple the two secondary shafts 10, 11 between them, or the solid secondary shaft 10 with its idle gear 10a. Thanks to the invention, the transmission has many possibilities of use adapted to various driving modes.
    [0016] In addition, the transmission allows a relaxation of the change between two reports in electric mode and thus, the improvement of driving comfort in hybrid mode. The proposed transmission does not have a "pure thermal mode" on the highway. Indeed, the pure thermal mode on existing highway in the known transmissions is thus replaced by a hybrid mode on the third and fourth reports, to reduce the energy consumption on highway.
    权利要求:
    Claims (19)
    [0001]
    REVENDICATIONS1. Transmission for a hybrid-propulsion vehicle comprising a heat engine (2) and an electric machine (3), comprising a primary line (4) comprising a solid primary shaft (7) connected to the flywheel of the heat engine (2) and a hollow primary shaft (8) concentric with the solid primary shaft (7) and connected to the electric machine (3), said primary shafts (7, 8) each carrying at least one pinion gear (7a, 7b, 8a, 8b) on a secondary line (5) connected to the wheels of the vehicle, the secondary line (5) comprising a solid secondary shaft (10) carrying an idle gear (10a) meshing with a fixed gear (8b) of the hollow primary shaft (8) to form a first reduction ratio and a fixed gear (10b) meshing with a idler gear (7a) of the solid primary shaft (7) to form a second gear ratio, characterized in that the solid primary shaft (7) carries at least a second idler gear (7b) and that the secondary line (5) comprises a hollow secondary shaft (11), concentric with the solid secondary shaft (10) and carrying two fixed gears (11a, 11b) respectively meshing with the second idler gear (7b) of the solid primary shaft (7) to form a fourth reduction ratio and with a second fixed gear (8a) of the hollow primary shaft (8) to form a third reduction ratio, said transmission (1) comprising a first coupling system (9) between the solid primary shaft (7) and one of its two idle gears (7a, 7b) and a second coupling system (12) between the two secondary shafts (10, 11) or between the solid secondary shaft (10) and its idle gear (10a). ).
    [0002]
    2. Transmission according to claim 1, characterized in that it has at least a first electrical mode, wherein the first coupling system (9) is open, while the second coupling system (12) is closed by so as to secure the short ratio crazy gear (10a) with the solid secondary shaft (10).
    [0003]
    3. Transmission according to claim 1 or 2, characterized in that it has at least a second electrical mode, wherein the first coupling system (9) is open, while the second coupling system (12) is closed so as to secure the hollow secondary shaft (11) with the solid secondary shaft (10).
    [0004]
    4. Transmission according to any one of the preceding claims, characterized in that it has at least a first hybrid mode, wherein the first coupling system (9) is closed so as to make the second idle gear ( 7b) and the solid primary shaft (7) and the second coupling system (12) is closed so as to secure the short ratio crazy gear (10a) with the solid secondary shaft (10).
    [0005]
    5. Transmission according to any one of the preceding claims, characterized in that it has at least a second hybrid mode, wherein the first coupling system (9) is closed so as to couple the first idler gear (7b ) and the solid primary shaft (7) and the second coupling system (12) is closed so as to secure the short ratio crazy gear (10a) with the solid secondary shaft (10).
    [0006]
    6. Transmission according to any one of the preceding claims, characterized in that it has at least a third hybrid mode, wherein the first coupling system (9) is closed to couple the first idler gear (7a) and the solid primary shaft (7) and the second coupling system (12) are closed so as to make the two secondary shafts (10, 11) integral.
    [0007]
    7. Transmission according to any one of the preceding claims, characterized in that it has at least a fourth hybrid mode, wherein the first coupling system (9) is closed so as to couple the second idler gear (7b ) and the solid primary shaft (7) and the second coupling system (12) is closed so as to make the two secondary shafts (10, 11) integral.
    [0008]
    8. Transmission according to any one of the preceding claims, characterized in that it has at least one charging mode of the battery in which the first coupling system (9) is closed so as to couple the second idle gear (7b) and the solid primary shaft (7) and the second coupling system (12) is open.
    [0009]
    9. Transmission according to any one of the preceding claims, characterized in that the heat engine (2) comprises an integrated starting system type alternator-starter low or high voltage, or a starter type ISG on the flywheel.
    [0010]
    10. Transmission according to any one of the preceding claims, characterized in that the heat engine (2) and the electric machine (5) are arranged on the same side of the primary line (4).
    [0011]
    11. Transmission according to any one of claims 1 to 10, characterized in that the electric machine (5) is disposed at one end of the primary line (4) and the heat engine (2) is arranged at a second end of the primary line (4), opposite to the first end.
    [0012]
    12. A method for controlling a transmission for a hybrid propulsion vehicle comprising a heat engine (2) and an electric machine (3), comprising a primary line (4) comprising a solid primary shaft (7) connected to the steering wheel. inertia of the heat engine (2) and a hollow primary shaft (8) concentric with the solid primary shaft (7) and connected to the electric machine (3), said primary shafts (7, 8) each carrying at least one pinion of descent (7a, 7b, 8a, 8b) on a secondary line (5) connected to the wheels of the vehicle, the secondary line (5) comprising a solid secondary shaft (10) carrying an idle gear (10a) meshing with a fixed gear ( 8b) of the hollow primary shaft (8) to form a first reduction ratio and a fixed gear (10b) meshing with an idle gear (7a) of the solid primary shaft (7) to form a second gear ratio and a hollow secondary shaft (11), concentric with the solid secondary shaft (10) and carrying two gears f ixes (11a, 11b) meshing respectively with a second idler gear (7b) of the solid primary shaft (7) to form a fourth reduction ratio and with a second fixed gear (8a) of the hollow primary shaft (8) to form a third reduction ratio, said transmission (1) comprising a first coupling system (9) between the solid primary shaft (7) and one of its two idle gears (7a, 7b) and a second coupling system ( 12) between the two secondary shafts (10, 11) or between the solid secondary shaft (10) and its idler gear (10a), characterized in that it has at least two electrical modes, between which the transition s' performs by: - canceling the torque in the electric machine (3); - Decoupling the idle gear (10a) of the first reduction ratio by opening the second coupling system (12); - synchronization of the speed of rotation of the electric machine (3) on the speed of rotation of the fixed gear (11b) of the third ratio of the hollow secondary shaft (11); - Clutching on the third reduction ratio by closing the second coupling system (12); and - resetting of the electric machine (3).
    [0013]
    13. A method of controlling a transmission according to claim 12, characterized in that the transition between a first electric mode and a first hybrid mode is effected by: - starting the heat engine (2) vacuum; - Vacuum synchronization of the rotational speed of the engine on the speed of rotation of the idler gear (7a) of the second gear ratio; - Clutching the idler gear (7a) of the second report with the solid primary shaft (7) by closing the first coupling system (9); and - bringing the electric machine (3) into torque.
    [0014]
    14. A method of controlling a hybrid transmission according to claim 13, characterized in that it controls the starting of the engine (2) vacuum by an integrated starter system type alternator-starter low or high voltage, or an ISG type starter on the flywheel.
    [0015]
    15. A method of controlling a hybrid transmission according to claim 14, characterized in that the transition between the two electric modes is effected by: - interconnection of the idler gear (7a) of the second ratio with the solid primary shaft (7 ) by closing the first coupling system (9) - idle synchronization of the rotational speed of the engine by the integrated starter system.
    [0016]
    16. A method of controlling a hybrid transmission according to claim 12 to 15, characterized in that the transition between a first hybrid mode and a second hybrid mode is effected by: - canceling the electric machine torque (3); - Synchronization of the speed of rotation of the electric machine (3) empty on the speed of rotation of the fixed gear (11b) of the hollow secondary shaft (11) of the third gear ratio; - Clutching on the third report by closing the second coupling system (12); and - resetting of the electric machine (3).
    [0017]
    17. A method of controlling a transmission according to any one of claims 12 to 16, characterized in that the transition between a second hybrid road mode and a third hybrid mode is effected by: - cancellation of the engine torque ( 2); - Decoupling the idle gear (7a) of the second reduction ratio by opening the first coupling system (9); - synchronization of the rotational speed of the engine (2) on the rotational speed of the hollow primary shaft (8); and - interconnecting the idler gear (7b) of the fourth ratio with the solid primary shaft (7) by closing the first coupling system (9).
    [0018]
    18. A method of controlling a transmission according to any one of claims 12 to 17, characterized in that the transition between a charging mode at a standstill and a first electrical mode is carried out by: - cancellation of the torque of the heat engine (2); - Decoupling the first coupling system (9) and synchronization of the engine speed (2) on a high idle speed; stopping the electric machine (3); and- interconnecting the idle gear (7b) of the fourth reduction ratio with the solid primary shaft (7) by closing the first coupling system (9).
    [0019]
    19. Hybrid propulsion vehicle comprising a heat engine (2), an electric motor (3) and a transmission (1) according to any one of claims 1 to 11.
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    同族专利:
    公开号 | 公开日
    CN106029419A|2016-10-12|
    RU2016133578A3|2018-07-02|
    JP2017505887A|2017-02-23|
    CN106029419B|2019-07-09|
    JP6542779B2|2019-07-10|
    FR3016319B1|2017-05-12|
    RU2016133578A|2018-02-21|
    WO2015107275A1|2015-07-23|
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    法律状态:
    2016-01-21| PLFP| Fee payment|Year of fee payment: 3 |
    2017-01-20| PLFP| Fee payment|Year of fee payment: 4 |
    2018-01-19| PLFP| Fee payment|Year of fee payment: 5 |
    2020-01-21| PLFP| Fee payment|Year of fee payment: 7 |
    2021-01-21| PLFP| Fee payment|Year of fee payment: 8 |
    2022-01-19| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1450343A|FR3016319B1|2014-01-16|2014-01-16|TRANSMISSION FOR MOTOR VEHICLE WITH HYBRID PROPULSION AND CONTROL METHOD THEREFOR|FR1450343A| FR3016319B1|2014-01-16|2014-01-16|TRANSMISSION FOR MOTOR VEHICLE WITH HYBRID PROPULSION AND CONTROL METHOD THEREFOR|
    JP2016546465A| JP6542779B2|2014-01-16|2014-12-09|Automotive transmission with hybrid propulsion and related control techniques|
    RU2016133578A| RU2016133578A3|2014-01-16|2014-12-09|
    PCT/FR2014/053245| WO2015107275A1|2014-01-16|2014-12-09|Transmission for motor vehicle with hybrid propulsion and associated control method|
    CN201480075955.1A| CN106029419B|2014-01-16|2014-12-09|For the speed changer of motor vehicles, associated control method and motor vehicles|
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