• 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:
    Hybrid transmission for a motor vehicle having a heat engine and an electric main drive machine (8), comprising two concentric primary shafts (3, 4) connected to the crankshaft (1) of the engine and to the electric machine ( 8) without a cut-off clutch, a secondary shaft (5) connected to the vehicle wheels by a differential (7), and a transfer shaft (6) for movement of a primary shaft (3) on the secondary shaft (5). ) and coupling of the primary shafts (3, 4), characterized in that the electric machine (8) is arranged at the opposite end of the primary line (3, 4) with respect to the heat engine.
    公开号:FR3022495A1
    申请号:FR1455850
    申请日:2014-06-24
    公开日:2015-12-25
    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 hybrid transmissions for motor vehicles, comprising on the one hand a drive heat engine, and on the other hand a transmission drive motor. electric machine. More specifically, it relates to a hybrid transmission for a motor vehicle equipped with a heat engine 10 and an electric drive machine, comprising two concentric primary shafts connected to the crankshaft of the engine and the electric machine without clutch cutoff , a secondary shaft connected to the vehicle wheels by a differential, and a motion transfer shaft 15 of a primary shaft on the secondary shaft. The subject of the invention is also a method of controlling gear changes on such a transmission, by means of a coupling device with three positions on a primary shaft, of a coupling device 20 with three positions on its secondary, and a three-position coupling device on the transfer shaft. Hybrid transmissions have the main advantage of making the drive train of a vehicle, of two energy sources, thermal and electrical, whose torque inputs can be combined in a so-called hybrid mode, or be used separately, either in a "pure thermal mode" where the electric machine does not provide torque to the power train, or in a "pure electric" mode, where the engine does not provide torque to the power train. Other functionalities are also required, such as the possibility of starting the engine at a standstill or while driving, by using the electric machine as starter, or that of using the electric machine as a current generator, to charge the batteries. The publication WO 2013/060955 discloses a hybrid transmission offering all of these services, thanks to an architecture comprising two concentric primary shafts connected respectively to the heat engine and to the electric machine, a first connected secondary shaft. to the wheels of the vehicle and a second secondary shaft returning the movement of a primary shaft on the differential. The coupling of the primary shafts is ensured by a member that can occupy three positions, in which: the heat engine is decoupled from the kinematic chain connecting the electric machine to the wheels, or coupled thereto via the second secondary shaft, the primary shaft connected to the heat engine, is coupled to the first secondary shaft, or to the primary shaft connected to the electric machine, and the primary shaft connected to the heat engine, is coupled to the primary shaft connected to the electric machine, so as to add their couples.
    [0002] This transmission has four thermal or hybrid ratios and two electrical ratios. It has certain disadvantages, primarily related to its dimensions. The total length of the transmission is imposed by the alignment of four teeth, two clutch groups and a pinion. This stack is too long for some small vehicles. Its transverse size, or "mask", seen from the axis of the crankshaft), imposes a front door overhang too important for many applications.
    [0003] Moreover, two of the four thermal ratios (2nd and 5th gear ratios) are independent of the electrical ratios, but the choice of one of them (3rd gear) is necessarily associated with the choice of an electric gear. The present invention aims to achieve a hybrid transmission more compact than the previous one in its two dimensions, while having a greater flexibility on the use of the engine and the electric machine, thanks to the independence of their multiplications. For this purpose, the invention provides that the electric machine is disposed at the opposite end of the primary line, with respect to the heat engine. Preferably, the transmission has only a single differential gear, carried by the secondary shaft, to ensure the descent of the movement on the differential towards the wheels of the vehicle. In a particular embodiment, the transmission comprises a second electrical machine, coupled to the transfer shaft. The three coupling devices of the transmission 15 may be controlled by a three-position electrical passage group, and a five-position thermal passage functional group. Other characteristics and advantages of the invention will become clear from reading the following description of a non-limiting embodiment thereof, with reference to the appended drawings, in which: FIG. embodiment of the invention; FIG. 2 illustrates a second embodiment of the invention; FIG. 3 is an operating table corresponding to the first embodiment; FIG. 4 is a corresponding operating table; In the second embodiment, FIGS. 5 to 7 illustrate three examples of acceleration sequences, FIGS. 8A and 8B illustrate a series hybrid operating mode, with the two electrical machines, FIG. electrical ratios under torque with the two electrical machines, 3022495 - 4 - Figures 10, 11A and 11B illustrate the disconnection of the second electrical machine, - Figures 12 e 13 show two possibilities of implantation of the parking function, FIG. 14 is an alternative to FIG. 2 for driving the transmission by the second electric machine, and FIGS. 15A and 1B show the reduction. of the transmission mask obtained by the invention. The hybrid transmission of FIG. 1 for a motor vehicle equipped with a heat engine and an electric driving machine 8 comprises two concentric primary shafts 3, 4 connected to the crankshaft 1 of the ice thermal engine (not shown) and to the electric machine 8, without clutch cutoff. It comprises a secondary shaft 5 connected to the wheels of the vehicle by a differential 7, and a transfer shaft 6 of movement of a primary shaft 3 on the secondary shaft 5, and coupling of the primary shafts.
    [0004] The solid primary shaft 3 is connected directly via a filtration system 2 (damping hub, "damper", double flywheel or other), the nose of the crankshaft 1 of the heat engine (Ice). The hollow primary shaft 4 is connected to the electrical machine 8, disposed at the opposite end of the primary line 3, 4 with respect to the heat engine. The secondary shaft 5 carries a drive gear 24 of the differential 7. The transfer shaft 6 is permanently connected to the solid primary shaft 3. It returns the movement of the primary on the secondary shaft on some 30 gears. transmission, but does not directly attack the differential. The transmission has only a single differential gear 24, carried by the secondary shaft 5, to ensure the descent of the movement towards the wheels of the vehicle. The hollow primary shaft 4 carries two electric fixed gears 9, 10 of electrical ratios A and B, meshing with two electric pinions 11, 12 of the secondary shaft 5. The latter also carries two fixed toothing 13 , 14 of thermal (or hybrid) ratios Ic2, and Ic3 or Ic4, Ic2 EvA, and Ic3 EvA or Ic4 EvA, Ic2 EvB, and Ic3 EvB or Ic4 EvB. The idle gears 15, 16 of the rank ratios 2 and 4 are carried by the solid primary shaft 3, which also carries a fixed primary coupling pinion 17 meshing with a fixed coupling pinion 18 of the transfer shaft 6. The idle gear 19 of the ratio 3 is carried by the transfer shaft 6, as well as the idle gear 10 for coupling the primary shafts 20, to the ratio 1. The transmission comprises three coupling devices 21, 22, 23. first coupling device 21, or electrical coupling device, is carried by the secondary shaft 5. It allows to engage the two electrical ratios A, B. The second coupling device 22 is carried by the solid primary shaft 3 It makes it possible to engage the thermal ratios 2 and 4. The ratio 3, and the coupling of the primary shafts (ratios 1, 5 and charge of the battery), are provided by the third coupling device 23, carried by the transfer shaft 6. In the embodiment illustrated in FIG. we find the same elements, in the same layout. The transmission further comprises a second electric machine 29, coupled to the transfer shaft 6 by a pinion gear 28, driving by a pinion 26, fixed on a deflection shaft 27, a fixed input pinion 25 of the second electric machine 29 on the transfer shaft. An additional coupling device 30, not shown in FIG. 2, but present in FIGS. 10, 11A, 11B, may or may not be added. It allows to connect or disconnect the second electrical machine 29, the transmission. In the two modes described, the transmission has a triple gear 16, 19, 14 between an idler gear 19 of the transfer shaft 6 an idle gear 16 of a primary shaft 3, and a fixed toothing 14 of the shaft The coupling means 21, 22, 23 may be of any type: clutch, synchronizer, wet clutch or other. The electric machine can also be of any type: magnet machine, asynchronous, reluctance, in any type of radial arrangement (inner rotor or outer rotor) or axial, with cooling water, air or oil. The damping flywheel 2 can also be of any type, and one can use in particular a filtration with large curved springs, single-slope or two-slope. Like the former, the second electric machine 29 can be of any type. It can be mounted on the transmission in an "add on" type arrangement, the machine and its descent constituting in this case an assembly attached to the casing of the transmission, or integrated into it, type 15 "Add in". In the two described modes: the first primary shaft 3 carries a fixed toothing 17, ensuring the permanent movement of the movement on the transfer shaft 6, and two idle gears 15, 16 of thermal or hybrid ratios meshing with fixed toothing. 13, 14 of the secondary shaft 5, - the second primary shaft 4 carries two fixed teeth 9, 10 of electrical ratios A and B, meshing with two idle gears 11, 12 of the secondary shaft 5, 25 - the shaft secondary 5 carries the two idle gears 11 and 12 of the electrical ratios A and B, two fixed gears 13, 14 of ratios 2, 3 and 4 and the differential pinion 24, - the transfer shaft 6 carries a toothing fixed 18 meshing with a fixed toothing 17 of the first primary shaft 3, and two idle gears 19, 20 respectively meshing with an idle gear 16 of the first primary shaft 3 and a fixed toothing 10 of the second primary shaft 4. Each of the three devices coupling has 35 three positions, of which diff These combinations are shown in Figure 3: Neutral Ice, for decoupling the heat engine, with the machine stationary (Neutral Ev), or providing torque to the wheels on the electrical ratios A or B ( EvA or EvB), Ice2, Ice EvA, Ice2 EvB for the second heat ratio, alone, or with electric torque supplied on ratio A or B, - Ice3, Ice3 EvA, Ice3, EvB for the third heat ratio, alone , or with an electric torque supplied on the ratio A or B, Ice 4, Ice 4 EvA, Ice 4 EvB for the fourth heat ratio, alone, or with an electric torque supplied on the ratio A or B, - EvA Icel , Smart-load, EvB Ice5, for the coupling of the primary shafts by the transfer shaft on the first thermal ratio, in charging mode, on a fifth thermal ratio. We find the three positions of the coupling device 22 of the solid primary shaft 3: 20 - a position in which the primary shaft 3 connected to the heat engine is decoupled from the kinematic chain connecting the electric machine 8 to the wheels (Neutral Ice and Ic3), or coupled thereto by the transfer shaft 6 (coupling), or coupled to the electrical machine 8 column 25 coupling), and - two positions in which the primary shaft 3, connected to the heat engine, is coupled directly to secondary tree 5 (Ice2 and Ice4). The coupling device 21 of the secondary shaft 30 can occupy: a position in which the primary shaft 4, connected to the electrical machine 8, is decoupled from the secondary shaft 5 (Neutral Ev), and - two positions in which the primary shaft 4 35 connected to the electric machine 7, is coupled directly to the secondary shaft 5 (EvA and EvB). 3022495 - 8 The coupling device 21 of the transfer shaft can occupy three positions in which: - the transfer shaft 6 is decoupled from the secondary shaft 5 (Neutral Ice, Ic2, Ic4), 5 - the shaft transfer mechanism ensures the transfer of the movement of the heat engine on the secondary shaft 5 (Ice3), and - the transfer shaft ensures the coupling of the two primary shafts 3, 4 (coupling).
    [0005] FIG. 4, corresponding to the second embodiment, reads like FIG. 3, with, in addition, the addition of the second electrical machine called HSG, for "High Voltage Start Generator". The three thermal reports Ice2, Ice3, Ice4 are accessible in a parallel hybrid operating mode, with the second electric machine 29 alone, or with the two electrical machines 8, 29, coupled to one of the two electrical ratios A, B According to FIGS. 3 and 4, the operation of the transmission can be limited to five of the 3 X 3 20 position combinations of the coupling devices 22, 23 of the primary shaft and the transfer shaft. The selected combinations are used respectively for the Ice2 and Ice4 reports and for the Ice3 report and the coupling. To avoid a blockage of the transmission 25 caused by the inadvertent engagement of two thermal ratios, these two devices can be controlled by a conventional selection / passage system of manual transmission, where a passage line is selected before engaging a report on this: to engage all the reports 30 illustrated by the 15-position matrix of Figure 3, and make all the gear changes necessary for the proper operation of the transmission, the three coupling devices 22, 21 , 23 are advantageously controlled by a three-position electrical passage group, and a five-position thermal passage functional group. FIG. 5 illustrates an acceleration sequence that minimizes electric rolling, particularly suitable for a "week" mode of use, with the possibility of recharging the batteries between several paths. The vehicle is launched on the electric ratio EvA. The passage on the electrical ratio EvB, carried out for example around 70 km / h, is broken torque with the following sequence: cancellation of electric torque, decoupling, Eva pinion 11, synchronization of the machine 10 electric vacuum so that the idle gear 12 of EvB reaches the speed of the secondary 5, then interconnection ratio B e torque. It is then possible to pass the ratio EvB Ic4: the traction is maintained by the electric motor on the ratio EvB, the engine is started (using a clean starting device), then synchronized empty until of the idler gear 14 of the ratio Ic4, the heat engine Ice is clutched, then the torque level between the latter and the electric machine 8 is adjusted. In order to optimize the consumption and avoid the drive losses of the electric machine, the electric machine can be disconnected and stopped. However, it can be reconnected to regenerate or add torque ("boost") acceleration. FIG. 6 is a sequence with electric rolling, but without break in torque, in "comfort week mode" use mode. The vehicle is launched on the electrical ratio EvA, by up to about 70 km / h. the heat engine is started, then launched empty until the idle gear 19 of the ratio Ic3. The heat engine 30 is clutched, then the torque level between it and the electric machine 8 is adjusted. The EvA Ice3 ratio is then passed over the EvB Ice3 ratio, for example around 80 km / h, by canceling the electric torque before decoupling the pinion 11, synchronizing the electric machine to empty so that reaches the regime of the ratio EvB, and to pin the pinion 12. From 100 3022495 - 10 - km / h, we can make a passage of EvB Ice3 EvB Ice4 while maintaining the electric traction on the report EvB. The torque of the engine is canceled and then transferred to EvB; the heat engine is braked and decelerates (with or without additional friction devices). When Ice4's idle gear 12 is reached, the Ice engine is clutched. The torque is again distributed between the heat engine and the electric machine 8. FIG. 7 gives an example of a sequence for a strong demand for acceleration, with the possible support of the second electric machine 29. The vehicle is still running on the electrical ratio EvA. At about 25 km / h, the engine is launched on the report Ice2. At 82 km / h, the electric machine can be tilted from the EvA 15 ratio to the EvB ratio, then switch to the EvB Ic3 ratio at around 100 km / h. In this sequence, of the "foot to bottom" type, the electrical and thermal couples do not transit through the same pinion of the primary line. It is possible to transmit to the wheel all the electrical and thermal torques, without limitation. The presence of a second electric machine makes it possible to add a large number of functionalities to the transmission. Starting the heat engine can be quieter and faster without starter noise. The speed of starting is essential for the pleasure of driving, especially to have extra power during overtaking. This speed also makes it possible to disconnect it as soon as it is no longer useful for traction. It is therefore possible to gain on the consumption, in particular by suppressing the decelerating engine brake by maximizing the regeneration power of the electric machine. It is still possible to maintain low loads with the electric machine alone, without engine braking, in a so-called "sailing" function.
    [0006] The second electric machine 29 also makes it possible to improve gear changes by virtue of their 3022495 electrical synchronization, termed "e-synchronization". As the torque control of an electric machine is faster and more accurate than that of a heat engine, the addition of a second electric machine in direct drive, allows a finer control of the vacuum heat engine during passages. Concretely, we reduce the passage times and shocks of interconnection. In particular it is possible to recover the kinetic energy stored by the flywheel of the engine, during passages of a short report on a longer report, where it is necessary to decelerate the engine. As indicated above, the transmission has with its two electric machines, hybrid modes series. They are particularly well suited for consumption and approval, at low loads and at low speeds, for example in urban use or in bottling. These modes are also of interest, for heating the catalyst to an optimum load level and independent of traction. It is thus possible to reduce emissions while storing the energy produced in the battery. Finally, the addition of the second electric machine 29 makes it possible, under torque, to change the electric ratios (from EvA to EvB and vice versa), without starting the heat engine (without combustion, therefore in electric mode), but driving it empty. The changes of electric ratios A, B and B, A are performed under torque, by rotating the engine without injecting fuel. The sequence of FIG. 9 from the first ratio A, established by the first electrical machine 8 (step 1), is as follows: a) synchronization of the second electric machine 29 at the speed of the idler gear 12 of the second electrical gear EvB, via the heat engine, without fuel injection, and interconnection of the second electric machine 35 29 (step 2), 3022495 - 12 - b) supply of torque by the second electric machine 29, and decoupling the EvA report (step 3), c) synchronization of the first electrical machine 8 and supply of torque thereto on the second EvB report (step 4), d) disconnection of the second electrical machine 29. The couple is transferred temporarily from one machine to the other between steps 2 and 4. The power level of compensation of the second electric machine is deduced from the no-load drag of the heat engine. The retro passage of EvA on EvB in full foot ("kick down") or in the foot raised, is under torque in the same conditions, with maintenance of the engine brake in the latter case. FIG. 10 illustrates an improvement of the second embodiment described, making it possible to decouple the second electric machine 29 from the heat engine Ice. Thanks to the additional coupling device 30, carried by the axis of the second electric machine 29, it eliminates mechanical or electromagnetic drive losses therein. This arrangement reduces consumption. It, finds all its interest, during a prolonged driving on highway. The device 30 can be of any type, for example a clutch actuated by an electromagnet, integrated or not with the machine 30. FIGS. 11A and 11B illustrate another improvement of the second embodiment, also making it possible to uncouple the second electrical machine of the engine. The additional coupling device 30 is placed at the end of the transfer shaft 6, outside its fixed coupling pinion 18. The drive losses in the second machine 29 and on the drive shaft are overcome. transfer 6 (especially on 35 highway) to reduce consumption, or combine its power with that of the first electric machine on the Eva or EvB electrical reports. The second machine 29 can also intervene to increase the level of electrical compensation during the passage under torque between the two electrical ratios EvA and EvB.
    [0007] As shown in FIG. 12, it is possible to adapt on the coupling device primary shafts 23, a dog washer 32 fixed around the transfer shaft 6, to perform the parking function. The clutch washer 32 cooperates with its coupling device 23 to perform the parking brake function. The five positions of the passage / selection function associated with the heat engine, then become neutral, park, 1st, 2nd, 3rd. Figure 13 shows an original layout of the parking wheel on the transmission. Since the proximity of the transfer shaft makes it difficult to install the parking function on the secondary shaft, the parking wheel 33 is placed on the third idler gear 19 of the transfer shaft 6, which is directly connected to the parking shaft. linked to the wheels, while being sufficiently accessible to implement a parking wheel actuator. Finally, FIG. 14 shows yet another variant of the second embodiment, in which the second electric machine 29 drives the coupling pinion 18 of the transfer shaft 6.
    [0008] The advantages and the possibilities of use of the hybrid transmission proposed by the invention are numerous. Its length is reduced compared to known hybrid transmissions. It is determined by the alignment of only five teeth and two jaw groups allowing a reduction of about 15 mm by the removal of a differential pinion on the secondary line. As indicated above, the presence of a single pinion reduces the mask of the transmission, which thus fits more easily in small vehicles. FIGS. 15A and 15B show the reduction of the mask with respect to a known hybrid transmission (FIG. 15A) comprising two secondary shafts 5, 5 'which both attack the differential 7. With two secondary shafts and two With the pinions (FIG. 15A), the position of the latter is determined by the relative proximity of the two secondary shafts. It requires the use of a large crown to be able to mesh at the same time on the pinions of attack and realize a short gearing. These constraints pose problems of implantation of the transmission in the engine compartment, for the safety of the occupants in the event of a crash and the positioning of the steering wheel, in particular on small vehicles. According to the invention (FIG. 15B), the transmission has only one secondary shaft, and the movement passing through the transfer shaft 6 is transmitted to the differential via the single secondary shaft. 5. This architecture makes it possible to position a smaller differential ring. His mask is reduced. It is therefore much easier to integrate in small vehicles. Finally, the independence of the gear changes in electric mode and in thermal mode provides great flexibility in the use of electrical and thermal ratios, so that there is always the best compromise between the torque demand of the driver, the acoustics, and the consumption of the vehicle.
    权利要求:
    Claims (22)
    [0001]
    REVENDICATIONS1. Hybrid transmission for a motor vehicle equipped with a heat engine and an electric drive machine (8), comprising two concentric primary shafts (3, 4) connected to the crankshaft (1) of the heat engine and to the electric machine (8) ) without a cut-off clutch, a secondary shaft (5) connected to the vehicle wheels by a differential (7), and a transfer shaft (6) for the movement of a primary shaft (3) on the secondary shaft (5) and coupling the primary shafts (3, 4), characterized in that the electric machine (8) is disposed at the opposite end of the primary line (3, 4) with respect to the heat engine.
    [0002]
    2. Hybrid transmission according to claim 1, characterized in that it has a single differential gear (24), carried by the secondary shaft (5), to ensure the descent of the movement on the differential (7) towards the wheels of the vehicle.
    [0003]
    3. Hybrid transmission according to claim 2, characterized in that a first primary shaft (3) carries a fixed toothing (17), ensuring the permanent movement of the movement on the transfer shaft (6), and two idle gears. (15, 16) thermal or hybrid ratios meshing with fixed teeth (13, 14) of the secondary shaft (5). 25
    [0004]
    4. hybrid transmission according to claim 2 or 3, characterized in that a second primary shaft (4) carries two fixed teeth (9, 10) of electrical ratios, meshing with two idle gears (11, 12) of the shaft Secondary 5). 30
    [0005]
    5. Hybrid transmission according to claim 4, characterized in that the transfer shaft (6) carries a fixed toothing (18) meshing with a fixed toothing (17) of the first primary shaft (3) and two idle gears (19, 20, respectively meshing with a idle gear (16) of the first primary shaft (3) and a fixed toothing (10) of the second primary shaft (4).
    [0006]
    6. Hybrid transmission according to one of the preceding claims, characterized in that it has a triple gear (16, 19, 14) between an idle gear (19) of the transfer shaft (6), an idler gear ( 16) 5 of a primary shaft (3), and a fixed toothing (14) of the secondary shaft (5).
    [0007]
    7. Hybrid transmission according to one of claims 3 to 6, characterized in that it has a coupling device (22) on the solid primary shaft (3) 10 can occupy: a position in which the primary shaft ( 3) connected to the heat engine is decoupled from the kinematic chain connecting the electric machine (8) to the wheels, or coupled thereto by the transfer shaft (6), or coupled to the electric machine (8), and - two positions in which the primary shaft (3) connected to the heat engine is coupled directly to the secondary shaft (5),
    [0008]
    8. Hybrid transmission according to one of claims 4 to 7, characterized in that it has a coupling device (21) on the secondary shaft (5) can occupy: a position in which the primary shaft (4) connected to the electrical machine (8) is decoupled from the secondary shaft (5), and - two positions in which the primary shaft (4) connected to the electric machine (7) is coupled directly to the secondary shaft (5). ).
    [0009]
    9. hybrid transmission according to one of claims 4 to 7, characterized in that it has a coupling device (23) on the transfer shaft (6) can occupy three positions in which: - the transfer shaft (6) is decoupled from the secondary shaft (5), - the transfer shaft (6) transfers the motion of the heat engine to the secondary shaft (5), and the transfer ensures the coupling of the two primary shafts (3, 4).
    [0010]
    10. Hybrid transmission according to one of the preceding claims, characterized in that it comprises a second electric machine (29), coupled to the transfer shaft (6).
    [0011]
    11. Hybrid transmission according to claim 10, characterized in that it comprises an additional coupling device (30) for connecting or disconnecting the second electric machine (29) of the transmission.
    [0012]
    12. Hybrid transmission according to claim 10 or 11, characterized in that the second electric machine (29) is coupled to the transfer shaft (6) by a driving pinion (28), driving by a pinion (26). ) fixed on a deflection shaft 27, a fixed input gear (25) on the transfer shaft (6).
    [0013]
    13. Transmission according to claim 12, characterized in that the additional coupling device (30) is carried by the axis of the second electric machine (29).
    [0014]
    14. Hybrid transmission according to claim 12, characterized in that the additional coupling device (30) is placed at the end of the transfer shaft (6). 25
    [0015]
    15. Hybrid transmission according to claim 10, characterized in that the transfer shaft (6) carries a clutch washer (32) fixed around the transfer shaft 6, cooperating with its coupling device (23), to achieve the parking brake function. 30
    [0016]
    16. Hybrid transmission according to claim 10, characterized in that it comprises a parking wheel (33) mounted on the third idler gear (19) of the transfer shaft (6).
    [0017]
    17. Hybrid transmission according to claim 10, characterized in that it comprises a parking wheel 3022495 -
    [0018]
    18 - (33), mounted on the third idle gear (19) of the transfer shaft (6). 18. Hybrid transmission according to claim 10, characterized in that the second electric machine (29) 5 drives the coupling pinion (18) of the transfer shaft (6).
    [0019]
    19. A method of controlling gear changes on a hybrid transmission using a three-position coupling device (22) of the solid primary shaft (3), a three-position coupling device ( 21) of the secondary shaft (5), and a three-position coupling device (23) of the transfer shaft (6), arranged according to one of claims 7 to 18, characterized in that the three coupling devices (22, 21, 23) are controlled by a three-position electrical passage group, and a five-position thermal passage functional group.
    [0020]
    A shift control method according to claim 19, characterized in that three heat ratio reports (Ice2, Ice3, Ice4) are accessible in a parallel hybrid mode of operation, with the second electric machine (29) alone, or with the two electrical machines (8, 29) coupled to one of the two electrical ratios (A, B) of the transmission.
    [0021]
    21. Gearshift control method according to claim 19 or 20, characterized in that the electric gear changes (A, B) and (B, A) are made under torque by rotating the heat engine without it. inject fuel.
    [0022]
    22. Gearshift control method according to claim 21, characterized in that the change of electric ratio (A, B) is carried out as follows: a) synchronization of the second electric machine 29 to the speed of the idler gear 12 of the second electric gear 3022495 - 19 - B, by means of the heat engine without fuel injection, and interconnection of the second electric machine 29 (step 2), b) supply of torque by the second electric machine 29 and -clutching of the EvA ratio (step 3), c) synchronization of the first electrical machine 8 and supply of torque thereto on the second gear B (step 4), and d) disconnection of the second electric machine 29. 10
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    公开号 | 公开日
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    CN106573529B|2019-10-18|
    FR3022495B1|2017-12-22|
    WO2015197927A1|2015-12-30|
    US10479188B2|2019-11-19|
    US20170129323A1|2017-05-11|
    KR102057593B1|2019-12-19|
    EP3160786A1|2017-05-03|
    KR20170044091A|2017-04-24|
    JP2017526571A|2017-09-14|
    引用文献:
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    法律状态:
    2015-06-19| PLFP| Fee payment|Year of fee payment: 2 |
    2015-12-25| PLSC| Publication of the preliminary search report|Effective date: 20151225 |
    2016-06-27| PLFP| Fee payment|Year of fee payment: 3 |
    2017-06-21| PLFP| Fee payment|Year of fee payment: 4 |
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    2021-06-22| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1455850A|FR3022495B1|2014-06-24|2014-06-24|HYBRID TRANSMISSION WITH ELECTRIC MACHINE DEPORTEE AND METHOD OF CONTROLLING REPORTING CHANGES|FR1455850A| FR3022495B1|2014-06-24|2014-06-24|HYBRID TRANSMISSION WITH ELECTRIC MACHINE DEPORTEE AND METHOD OF CONTROLLING REPORTING CHANGES|
    JP2016575223A| JP6727141B2|2014-06-24|2015-05-21|Hybrid transmission with offset electric machine and method for controlling gear change|
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    US15/320,909| US10479188B2|2014-06-24|2015-05-21|Hybrid transmission with offset electric machine and method for controlling gear changes|
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    PCT/FR2015/051347| WO2015197927A1|2014-06-24|2015-05-21|Hybrid transmission with offset electric machine and method for controlling gear changes|
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