• 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:
    The present invention relates to an automatic transmission for a hybrid electric / electric vehicle with an electric machine (ME) and three selective torque transmission members (C12, C13, C23). Transmission characterized in that it comprises a single double planetary gear Ravigneaux type (TPR) comprising as constituent functional elements: at least one sun gear (S1, S2), at least one ring gear (R1) and at least a set of satellite gears (PS1) mounted on a common satellite carrier (SC), these different elements being arranged in two stages of planetary gears (ET1, ET2) kinematically connected to each other by one or more pinions (s) long (s) (PL) meshing with at least one element of each stage (ET1, ET2), and in that two (C13, C23; C12, C23) among the three selectively transmitting torque members (C12, C13 and C23) are suitable and intended to provide a conductive kinematic connection between, on the one hand, the input shaft (AE), and / or possibly the rotor (R) of the electric machine (ME), and, on the other hand, one of two constituent functional elements (S1, R1, S2, SC) of the double planetary gear (TPR) the third member (C12 or C13) being adapted and intended to provide a conditional torque transmission link between a stationary element (ES) and a third constituent functional element (S2, S1 or R1) of said double planetary gear (TPR).
    公开号:FR3026062A1
    申请号:FR1459000
    申请日:2014-09-24
    公开日:2016-03-25
    发明作者:Matthieu Rihn；Cyrille Bridier
    申请人:Punch Powerglide Strasbourg SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to the field of motor vehicle equipment, more particularly that of thermal / electrical hybrid vehicles (comprising a heat engine, generally with internal combustion, and at least one electric machine), and relates to an automatic transmission, or automatic gearbox, optimized for such vehicles. The invention more specifically relates to transmissions for hybrid vehicles that can operate as a "pure" electric drive, that is to say for vehicles that can be driven by the action of the single electric motor, and whose drives by thermal engine and electric motor pass through the same transmission before application to the drive wheels. For this type of hybrid vehicle, there are currently in the state of the art mainly two types of architectures.
    [0002] A first type of architecture corresponds to so-called "P2" type parallel hybrids, which operate with an electric machine placed between the engine and the gearbox. A specific decoupling clutch is provided which disconnects the heat engine from the power train.
    [0003] In case of decoupling, the operation is pure electric type, the electric machine providing torque to the gearbox, instead of the engine. The electric machine can also serve as a transmission brake in usual braking situations: it is then in generator mode and produces electricity to recharge the battery. The gearbox then operates in a conventional manner, adapting the gear ratios to the optimal operating speed of the electric motor. In the absence of decoupling, when the heat engine is connected, the electric machine can be solicited as a motor or generator, to provide additional power to the acceleration or recharge the battery. This first architecture is the most used solution currently, at least on the European market. Its advantage is to be able to use an existing gearbox at the input of which is grafted an electric motor and a decoupling clutch for disconnecting the heat engine from the power train. This eliminates the need to develop a specific hybrid transmission system. Moreover, when the battery is empty and the vehicle can only be propelled by the thermal engine, there is always a number of high speeds, making it possible to operate the heat engine at its optimum speed. However, this first known solution has drawbacks: for powers of high electrical machines (more than 40 kW, especially for "plug-in" vehicles, that is to say 10 rechargeable on an external source), it becomes difficult to integrate this machine into the gearbox, and it then leads to a substantial increase in the overall size of the powertrain. The constraints of space to place the machine between the motor and the box require to move towards permanent magnet machines whose cost is high, negatively impacting the price of the vehicle. On the other hand, it has been determined that the greater the power of the electrical system increases compared to that of the engine, the less gear ratios are needed to achieve the same performance of the vehicle. Finally, when the battery is empty, and there is no more energy available for starting on the electric motor, it is necessary to provide a specific starting system on the heat engine (such as for example a hydraulic converter of torque or a friction clutch). In other words, the resulting system is too cumbersome, too expensive and too complex in relation to the performance provided. Examples of transmission constructions adapted for this first type of architecture are disclosed in particular by the documents US 2008/011529 and WO 2008/141876. A second type of architecture is known as series or series-parallel hybrids. As part of this second solution, a generator driven by the engine generates electricity that is used to operate an electric motor that propels the vehicle (serial operation). In most current arrangements, some of the power of the engine is, however, mechanically transmitted to the wheels (serial-parallel operation). - 3 - Such a system is perfectly optimized for hybrid operation, with an infinity of ratios to operate the electric machines and the engine at optimized speeds, with a minimum of gears and clutches (because there is does not need to realize multiple gear ratios). In addition, there is no need for specific starting system on the engine, since it can always start in serial mode. On the other hand, a major disadvantage lies in the overweight and the extra cost caused by the need to have two electric machines, whereas only one is really used for the propulsion of the vehicle. Thus, in the case of a series operation, in the presence of a 60 kW electric motor for the propulsion of the vehicle, it is also necessary to provide a generator whose power approaches 60 kW. In conclusion, it is necessary to embark twice the desired propulsion power (see for example EP 1 386 771 and US 2012/174708). In an attempt to overcome the disadvantages and overcome the limitations of existing solutions, transmissions and gearboxes specifically adapted to hybrid vehicles have meanwhile been developed and are available on the market, which automatically include an electric motor. This new generation of transmissions generally has the following characteristics: - two to five speeds usable for the propulsion of the vehicle by the heat engine, - one or two speed (s) for the propulsion of the vehicle by the electric motor, - a take-off mode or starting the vehicle by the engine, using the electric machine in generator mode as a variable speed drive (variable ratio operating mode, see for example DE 102010031026A1). The number of reports associated with the electric motor in these new transmissions is adjusted to the needs of a hybrid vehicle (no superfluous material to achieve six or eight speeds). The possible prediction of two electric speeds makes it possible to adjust the operation of the electric machine in its rpm and torque ranges where it is most efficient, thus enabling the use of less expensive asynchronous motors than permanent magnet motors. but with a zone - 4 - of optimal efficiency more reduced. The variable ratio starting mode makes it possible to save a device for taking off the vehicle from the engine (type converter or clutch with high energy dissipation capacity), while still having a possibility of taking off other than electrical power, especially when the batteries have reached their minimum charge threshold (for example following repeated starts in congested traffic). However, these new transmission developments specifically for hybrid vehicles still have complex constructions, including mandatory at least three planetary gear and at least four torque transmission members (clutches or coupling devices). In addition, these new developments do not allow a simple transition, in terms of construction, from a basic version, with more limited possibilities, to a more sophisticated version, with increased possibilities in terms of the number of gear ratios. available. The present invention aims to provide an improved solution over the existing, particularly in terms of simplicity of construction, cost and opportunities for constructive variants and overcome at least the main disadvantages mentioned above. For this purpose, the subject of the invention is an automatic transmission for a hybrid thermal / electric vehicle comprising: an input shaft connected kinematically to the heat engine; a shaft, a wheel, a crown or an output pinion; an electric machine whose stator is integral with a stationary element; first, second and third selectively transmitting torque members that can be selectively engaged or activated to establish, on the one hand, three gear ratios for driving the vehicle by the heat engine, with any additional drive by the electric machine functioning as a motor or with a possible drive of the electric machine functioning as a generator, on the other hand, at least two gear ratios for a drive of the vehicle by the single electric machine engine, including at least one reverse gear ratio and, where applicable, at least one a transmission ratio for a drive of the vehicle with a gear ratio continuously variable by the engine, the electric machine operating as a generator, transmission characterized in that it further comprises a single double planetary gear of the Ravigneaux type comprising as constitutive functional elements: at least one sun gear, at least one ring gear and at least one set of satellite gear wheels mounted on a common carrier, these different elements being arranged in two stages planetary gear trains kinematically connected to each other by one or more pinions (s) long (s) meshing with at least one element of each stage, in that each upward or downward passage of gear ratio in drive mode by the motor thermal or by the electric machine is effected by deactivation of a single organ and activation of a single other organ, and in that two of the three selective torque transmission members are adapted and intended to provide a conductive kinematic connection between, on the one hand, the input shaft, and / or possibly the rotor of the electric machine, and, on the other hand, one of two constituent functional elements of the double planetary gear, the third member being adapted to provide a conditional torque transmission link between the stationary member and a third functional element constituting said double planetary gear. The invention will be better understood from the following description, which refers to preferred embodiments, given by way of non-limiting examples, and explained with reference to the appended diagrammatic drawings, in which: FIGS. and 1B are wireframe symbolic representations of two variants of a first embodiment of an automatic transmission according to the invention; 1C and 1D each represent, in relation to the alternative embodiments shown in FIGS. 1A and 1B respectively, a passage matrix or interlocking table of the various selective transmission members forming part of the transmission according to the invention, with indication of the speed numbers and the drive mode, as well as the stages (gear ratios); FIGS. 2A and 2B are wireframe symbolic representations of two variants of a second embodiment of an automatic transmission according to the invention, comprising gear configurations partially different from those respectively shown in FIGS. 1B; FIGS. 3A and 3B are representations similar to FIGS. 2A and 2B of two variants of a third embodiment of an automatic transmission according to the invention, comprising gear configurations that are partially different from those represented respectively in FIGS. and 1B, and FIG. 4 represents, in connection with the variant embodiments of FIGS. 2B and 3B, a passage matrix or engagement table of the various torque transmission members forming part of the transmission according to the invention, with indication of the speed numbers and the drive mode, as well as the stages (gear ratios).
    [0004] FIGS. 1A, 1B, 2A, 2B, 3A and 3B all illustrate an automatic transmission for a hybrid thermal / electric vehicle comprising - an input shaft AE connected kinematically to the heat engine, a shaft, a wheel, a crown or a ARCPS output gear, - an electric machine ME whose stator S is integral with a stationary element ES, - first, second and third selectively transmitting torque members C12, C13, C23 can be engaged or selectively activated to establish, on the one hand, three gear ratios for a drive of the vehicle by the heat engine, with a possible additional drive by the electric machine ME operating as a motor or with a possible drive of the electric machine ME operating as a generator, on the other hand at least two gear ratios for a drive of the vehicle by the single electric machine ME operating as a motor, of which at least one ratio reversing speed and, if appropriate, at least a transmission ratio for a drive of the vehicle with a gear ratio continuously variable by the engine, the electric machine ME operating as a generator. According to the invention, this transmission comprises, in addition, a single double planetary gear of the Ravigneaux TPR type comprising, as constituent functional elements: at least one sun gear Si, S2, at least one ring gear R1, R2 and at least one set of PS1, PS2 satellite gears mounted on a common satellite carrier SC, these different elements being arranged in two stages of ET1, ET2 planetary gear trains kinematically connected to each other by one or more pinion (s) long (s) PL meshing with at least one element of each stage ET1, ET2, In addition, each upward or downward passage of gear ratio in drive mode by the engine or the electric machine ME is effected by deactivating a single organ C12, C13, C23 and activating a single other organ C12, C13, C23, and further, two C13, C23; C12, C23 among the three torque transmission members C12, C13 and C23 are suitable and intended to provide a conductive kinematic connection between, on the one hand, the input shaft AE, and / or possibly the rotor R of the electric machine ME, and, on the other hand, one of two constituent functional elements Si, R1; S2, SC of the double planetary gear TPR, the third member C12 or C13 being adapted and intended to provide a conditional link for transmission of torque between the stationary element ES and a third constituent functional element S2, S1 or R1 of said double planetary gear TPR. It will be noted that each of the aforementioned figures represents a half of a sectional view of the transmission in a plane containing the longitudinal axis of the transmission (virtual axis on which the input shaft AE is aligned with the output means ARCPS). In all the versions shown in the appended figures, the automatic transmission comprises a single double TPR planetary gear and only three, or at most four, C12, C13, C23 and optionally KO selective transmission members. Thus, with a simple structure (at most four members), compact (two stages, integration of the electric motor) and economically inexpensive, it is possible to provide, thanks to the invention, transmission ratio proposals, adapted for a implemented with a hybrid propulsion. In accordance with the variants of FIGS. 1A, 2A and 3A, the rotor R of the electric machine ME is located or connected, in the torque transmission path, upstream of the two members C13 and C23; C12 and - 8 - C23 providing a selective transmission of torque to the dual planetary gear TPR and downstream of the input shaft AE, a fourth torque selective transmission member KO being disposed between said shaft AE and said rotor R.
    [0005] In accordance with the variants of FIGS. 1B, 2B and 3B, the rotor R of the electric machine ME is located or connected, in the torque transmission path, downstream of one of the two members C13 and C23; C12 and C23 adapted and intended to ensure a selective transmission of torque to the double planetary gear TPR, from the input shaft AE being secured to one of the two sun wheels Si, S2 double planetary gear TPR. Thus, with a limited number of members, configured and arranged according to one of the appended figures, the automatic transmission according to the invention makes it possible to obtain, by the engagement of the appropriate members: - always three gear ratios associated with a drive 15 by the heat engine, - at least one speed ratio associated with a drive by the electric motor ME (usable in forward and reverse), and - either a drive mode by the heat engine with continuous variation of ratios ( in the absence of the member KO - FIGS. 1B, 2B and 3B, ie two additional gear ratios associated with a drive by the electric motor E. Moreover, in its various embodiments, the transmission according to the invention can be readily and systematically declined in two versions with different constructive complexities and performance, while using the same dual TPR planetary gear (with two stages on a common SC carrier) of the Ravigneaux type (ie with a long pinion PL meshing with each stage ET1 and ET2 of the planetary gear). As also shown in the appended figures, the two members C13 and C23; C12 and C23 each providing a selective transmission of torque from the input shaft AE, and / or possibly from the rotor R of the electric machine ME, to a constituent functional element S1 or R1; S2 or SC of the dual planetary gear train TPR, constitute parallel torque transmission channels that can be biased alternatively or cumulatively, depending on the speed ratio engaged, and the active drive mode (s) . According to a first embodiment, taken from FIGS. 1A and 1B, the double planetary gear TPR comprises, in addition to said at least one long pinion PL, on the one hand, a ring gear R1 and a first sun gear S1 making part of the first stage ET1 and can be selectively connected, each via one of the two torque transmission members C13 and C23 located upstream of the double sun gear TPR, to the input shaft AE and or the rotor R of the electric machine ME and, secondly, a second sun gear S2 forming part of the second stage ET2 and which can be connected selectively via the third selective torque transmission member C12 to the stationary element ES, the satellite gate SC being connected to the output ARCPS and the first sun gear S1 being in meshing relation with the or each long pinion PL via a set of PS1 planet gears. According to a second embodiment, taken from FIGS. 2A and 2B, the double sun gear TPR comprises, in addition to said at least one long pinion PL, on the one hand, a first sun gear S1 forming part of the first stage ET1 and capable of be connected selectively via a first C13 torque selector member to the stationary member ES and secondly a second sun gear S2 and a ring gear R2 both part of the second stage ET2. and connected, respectively, on the one hand, to the input shaft AE and / or the rotor R by a second torque selective transmission member C12, located upstream of the double planetary gear TPR, and on the other hand at the ARCPS output, the second sun gear S2 being in meshing relation with the or each long pinion PL via a set of PS2 planet gears and the satellite carrier SC being selectively connected by a third gear orga selectively transmitting torque C23, also located upstream of the double planetary gear TPR, to the input shaft AE and / or the rotor R of the electric machine ME. According to a third embodiment, apparent from FIGS. 3A and 3B, the double sun gear TPR comprises, in addition to said at least one long pinion PL, firstly, a first ring gear R1 forming part of the first stage ET1 and capable of be connected via a first torque selective transmission member C13 to the stationary member ES and, secondly, a second ring gear R2 and a sun gear S2 forming part of the second stage ET2 and connected, respectively, on the one hand, at the output ARCPS and, on the other hand, at the input shaft AE and / or the rotor R of the electric machine ME via a second selective transmission of torque C12, located upstream of the double planetary gear TPR, the first ring gear R1 being in meshing relation with the or each long pinion PL by means of a first set of PS1 planet gears, the sun gear S2 being in relation to meshing with the or each long pinion PL via a second set of PS2 planet gears and the satellite carrier SC being selectively connectable by a third torque selective transmission member C23 to the input shaft AE and or the rotor R of the electric machine ME. Although a single long pinion PL is shown in the accompanying figures, preferably several (for example two or three distributed around the longitudinal axis) are provided with their two planet gears PS1, PS2 associated.
    [0006] Of course, the values of the ratios in the tables of FIGS. 1C to 1D are given by way of example only and can be modified by changing the number of teeth of the gears. As a practical use of the automatic transmission shown in FIGS. 1A, 2A and 3A, in relation with the matrix of FIG. 1C, the following members or pairs of torque transmission members are respectively engaged. (e) or activated to establish a fixed speed transmission ratio: - the first and the second members C12, C13 for the first gear driven by the electric machine ME, moving forward El 25 or rear El Rev, the first and third members C12, C23 for the second speed E2 driven by the electric machine ME, the second and the third members C13, C23 for the third speed E3 driven by the electric machine ME, the first, the second and the fourth members C12, C13, KO for the first speed 1 driving by the heat engine, - the first, third and fourth members C12, C23, KO for the second speed 2 drive by the heat engine, - the second, third and fourth members C13, C23, 35 KO for the third gear 3 driven by the heat engine, the three speeds in the two drive modes respectively having the same transmission ratios . As a practical use of the automatic transmission shown in FIGS. 1B, 2B and 3B, in relation with the matrix of FIG. 1D or FIG. 4, the members or pairs of members of selective transmission of torque. following are respectively engaged or activated to establish a fixed speed transmission ratio or continuously variable: - the first member C12 or the second member C13 for the first speed in drive by the machine electric ME, in forward gear El or rear El Rev, - the third gear C23 for the ratio EVT1 in continuous variation, driven by the engine, the electric machine ME operating as a generator, - the first and second members C12, C13 for the first speed 1 in drive by the heat engine, - the first and third members C12, C23 for the second speed 2 driven by the heat engine, - the second and third members C13, C23 for the third gear 3 driven by the engine, the first gear El, El Rev; 1 in both drive modes having the same transmission ratio. The determination of the optimal operating ranges in the different training modes is of course within the field of practical knowledge normal to those skilled in the art. It can be noted that the variants of FIGS. 1A and 1B are particularly well suited for transverse configurations, i.e. gearbox arrangements for front-wheel drive vehicles. In this case, the output member ARCPS consists of a sprocket on the side, to overcome the problem of longitudinal obstruction due to the presence of the clutch C12.
    [0007] Similarly, it can be noted that in connection with the variants of FIGS. 2 and 3, the output can be aligned with the input. These four variants are, therefore, preferably intended for cars with a longitudinal arrangement of the gearbox, such as for example the cars with drive (rear wheel 35) and engine at the front. The present invention also relates to a method of controlling an automatic transmission as described above and equipping a hybrid vehicle provided with a rechargeable battery. This method essentially consists, at the start-up, in checking the battery charge level and comparing it to a low threshold value, and then either starting the vehicle via the electric machine ME if the level the load value is greater than or equal to the threshold value, by engaging one or one of the gear ratios corresponding to either starting the vehicle via the engine if the load level is below the threshold value, engaging the first and second selectively transmitting members C12 and C13, at least one of which is progressively progressive. Of course, the invention is not limited to the embodiments described and shown in the accompanying drawings. Modifications are possible, particularly from the point of view of the constitution of the various elements or by substitution of technical equivalents, without departing from the scope of the invention.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. Automatic transmission for hybrid thermal / electric vehicle comprising - - an input shaft (AE) kinematically connected to the heat engine, - a shaft, a wheel, a crown or an output gear (ARCPS), - an electric machine (ME) whose stator (S) is secured to a stationary element (ES), - first, second and third selective torque transmission members (C12, C13, C23) that can be engaged or selectively activated to establish, on the one hand, , three gear ratios for a drive of the vehicle by the engine, with a possible additional drive by the electric machine (ME) operating as an engine or with a possible drive of the electric machine (ME) operating as a generator, on the other hand , at least two gear ratios for a drive of the vehicle by the single electric machine (ME) operating as a motor, including at least one reverse speed ratio and, where applicable optionally, at least one transmission ratio for driving the vehicle with a gear ratio continuously variable by the engine, the electric machine (ME) operating as a generator, transmission characterized in that it further comprises a single train twin planetary gear of the Ravigneaux type (TPR) comprising, as constitutive functional elements: at least one sun gear (Si, S2), at least one ring gear (R1, R2) and at least one set of satellite gears (PS1, PS2) ) mounted on a common carrier (SC), these elements being arranged in two stages of planetary gear trains (ET1, ET2) kinematically connected to one another by one or more pinions (s) long (s) (PL) meshing with at least one element of each stage (ET1, ET2), in that each upward or downward passage of gear ratio in the drive mode by the engine or the electric machine (ME) is effected by deactivation of 'a single organ (C12, C13, C23) and activation of a single other organ (C12, C13, C23), and two (C13, C23; C12, C23) among the three selectively transmitting torque members (C12, C13 and C23) are adapted and intended to provide a conductive kinematic connection between, on the one hand, the input shaft (AE), and / or possibly the rotor (R) of the electric machine (ME), and, secondly, one of two constituent functional elements (Si, R1, S2, SC) of the double planetary gear (TPR), the third member ( C12 or C13) being adapted and intended to provide a conditional torque transmission link between the stationary element (ES) and a third constituent functional element (S2, Si or R1) of said double planetary gear (TPR).
    [0002]
    2. Automatic transmission according to claim 1, characterized in that the two members (C13 and C23; C12 and C23) each providing a selective transmission of torque from the input shaft (AE), and / or possibly from the rotor (R) of the electric machine (ME), to a constituent functional element (Si or R1; S2 or SC) of the double planetary gear (TPR), constitute parallel torque transmission channels, which can be alternately or cumulatively solicited.
    [0003]
    Automatic transmission according to any one of claims 1 and 2, characterized in that the rotor (R) of the electric machine (ME) is located or connected in the torque transmission path upstream of the two members ( C13 and C23; C12 and C23) providing selective torque transmission to the twin planetary gear (TPR) and downstream of the input shaft (AE), a fourth torque selective transmission member (KO) being disposed between said shaft (AE) and said rotor (R).
    [0004]
    4. Automatic transmission according to any one of claims 1 and 2, characterized in that the rotor (R) of the electric machine (ME) is located or connected in the torque transmission path, downstream of the two members (C13 and C23; C12 and C23) adapted and intended to ensure a selective torque transmission to the double planetary gear (TPR), from the input shaft (AE), being integral with one of two solar wheels (Si, S2) of the double planetary gear (TPR).
    [0005]
    5. Automatic transmission according to any one of claims 1 to 4, characterized in that the double planetary gear (TPR) comprises, in addition to said at least one long gear (PL), on the one hand, a ring gear (R1). and a first sun gear (S1) forming part of the first stage (ET1) and selectively connectable, each via one of the two upstream torque-transmitting members (C13 and C23) upstream. of the double planetary gear (TPR), the input shaft (AE) and / or the rotor (R) of the electric machine (ME) and, secondly, a second sun gear (S2) forming part of the second stage (ET2) and selectively connectable via the third selectively transmitting torque member (C12) to the stationary element (ES), the satellite gate (SC) being connected to the output (ARCPS) and the first sun gear (51) being in meshing relation with the or each long gear (PL) by the inter mediator of a set of satellite gears (PS1).
    [0006]
    6. Automatic transmission according to any one of claims 1 to 4, characterized in that the double planetary gear (TPR) comprises, in addition to said at least one long gear (PL), on the one hand, a first sun gear (51). ) forming part of the first stage (ET1) and being selectively connectable via a first torque selective transmission member (C13) to the stationary element (ES) and secondly a second sun gear (S2) and a ring gear (R2) both being part of the second stage (ET2) and connected, respectively, to the input shaft (AE) and / or the rotor (R) by a second selective torque transmission member (C12), located upstream of the double planetary gear (TPR), and secondly at the output (ARCPS), the second sun gear (S2) being in meshing relation with the or each long gear (PL) via a set of planet gears (PS2) and the planet carrier (SC) can be r selectively connected by a third selective torque transmission member (C23), also located upstream of the double planetary gear (TPR), to the input shaft (AE) and / or the rotor (R) of the electric machine ( ME).
    [0007]
    7. Automatic transmission according to any one of claims 1 to 4, characterized in that the double planetary gear (TPR) comprises, in addition to said at least one long gear (PL), on the one hand, a first ring gear (R1 ) forming part of the first stage (ET1) and connectable via a first torque selective transmission member (C13) to the stationary element (ES) and secondly a second ring gear ( R2) and a sun gear (S2) forming part of the second stage (ET2) and connected, respectively, on the one hand, to the output (ARCPS) and, on the other hand, to the input shaft (AE). and / or the rotor (R) of the electric machine (ME) via a second torque selective transmission member (C12), located upstream of the double planetary gear (TPR), the first ring gear (R1 ) being in meshing relation with the or each long gear (PL) via a first set of planet gears (PS 1), the sun gear (S2) being in meshing relation with the or each long gear (PL) via a second set of planet gears (PS2) and the planet carrier (SC) being connectable selectively by a third selectively transmitting torque member (C23) to the input shaft (AE) and / or the rotor (R) of the electric machine (ME).
    [0008]
    Automatic transmission according to claims 3 and 5, characterized in that the following pair of torque-selective gear members or pairs are respectively engaged (s) or activity (s) to establish a gear ratio. for fixed speed transmission: - the first and second members (C12, C13) for the first gear driven by the electric machine (ME), in forward (El) or rear (El Rev), 15 - the first and the third members (C12, C23) for the second speed (E2) driving by the electric machine (ME), - the second and third members (C13, C23) for the third speed (E3) driving by the electric machine (ME), the first, the second and the fourth members (C12, C13, KO) for the first speed (1) driven by the heat engine, the first, third and fourth members (C12, C23). , KO) for the second speed (2) drive by the engine, - the the third and fourth members (C13, C23, K0) for the third speed (3) driving by the heat engine, the three speeds in the two drive modes having respectively the same transmission ratios.
    [0009]
    9. Automatic transmission according to claims 4 and 5, characterized in that the following members or pairs of torque selective transmission members are respectively engaged (s) or activity (s) to establish a report fixed or continuously variable transmission speed: - the first member (C12) or the second member (C13) for the first gear driven by the electric machine (ME), in forward (El) or rear (El Rev), The third member (C23) for the continuously variable ratio (EVT1), driven by the heat engine, the electric machine (ME) operating as a generator, the first and second members (C12, C13); for the first speed (1) driven by the heat engine, - the first and third members (C12, C23) for the second speed (2) driven by the heat engine, - the second and third members (C13, C23) for third gear (3) in training t by the engine, the first speeds (El, El Rev; 1) in both drive modes with the same transmission ratio.
    [0010]
    10. A method of controlling an automatic transmission according to any one of claims 1 to 9 fitted to a hybrid vehicle having a rechargeable battery, characterized in that it consists, at the start, to check the level of charge of the battery and compare it to a low threshold value, then either start the vehicle via the electric machine (ME) if the charge level is greater than or equal to the threshold value, engaging the one of the gear ratios corresponding to either starting the vehicle via the engine if the load level is below the threshold value, by engaging the first and second members (C12 and C13) for selective transmission of torque , one of which at least gradually.
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    WO2011072765A1|2011-06-23|Method for controlling a hybrid vehicle drive device, and associated device
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    FR2970440A1|2012-07-20|MOTOR PROPELLER SYSTEM FOR VEHICLE
    EP2505410A1|2012-10-03|Power train for hybrid vehicle
    FR2918003A1|2009-01-02|Hybrid traction device for steering system of e.g. crawler transporter, has gearset engaging with heat engine, motor/generator and electric motor, where gearset has two sun gears driven by engine and motor/generator, respectively
    FR2847321A1|2004-05-21|Infinitely variable transmission for vehicle, has composite train to connect engine to vehicle wheels, simple train to realize branching of power and another composite train to realize operation mode changing system
    FR2967619A1|2012-05-25|Hybrid vehicle, has two planetary gear sets including low speed and high speed gear trains, where gear trains are alternately coupled and decoupled when electric generator speed equalizes speed of driving shaft
    FR3098766A1|2021-01-22|Automatic transmission for thermal / electric hybrid vehicle
    FR3097810A1|2021-01-01|Electric transmission system, in particular 48V, for vehicles equipped with a range extender and method of controlling this system
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    WO2015011414A1|2015-01-29|Automatic transmission and corresponding control method
    同族专利:
    公开号 | 公开日
    FR3026062B1|2016-10-28|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102008052009A1|2008-10-10|2010-04-15|Dr.Ing.H.C.F.Porsche Aktiengesellschaft|Machine unit for parallel-hybrid-vehicle, has drive head arranged between engine and manual transmission and including planetary transmission, which includes circuit element i.e. brake, for braking or blocking auxiliary transmission inlet|
    DE102009024625A1|2009-06-12|2010-12-16|Daimler Ag|Drive train for motor vehicles, has internal combustion engine and electric machine rigidly connected with it and operated as generator|
    WO2013034538A1|2011-09-08|2013-03-14|Avl List Gmbh|Planetary gearing and drive train therewith|CN106122393A|2016-07-29|2016-11-16|龚小娥|There is arrangement of clutch and the speed changing assembly of gear function again|
    WO2018077903A1|2016-10-26|2018-05-03|Audi Ag|Transmission arrangement for a hybrid vehicle, drive arrangement, method for the operation thereof, and hybrid vehicle|
    WO2018228738A1|2017-06-13|2018-12-20|Audi Ag|Transmission arrangement for a hybrid vehicle, drive arrangement, method for the operation thereof, and hybrid vehicle|
    WO2019025414A1|2017-08-02|2019-02-07|Robert Bosch Gmbh|Transmission for a hybrid drive arrangement, hybrid drive arrangement, vehicle, method for operating the hybrid drive arrangement, computer program and storage medium|
    WO2019025411A1|2017-08-02|2019-02-07|Robert Bosch Gmbh|Transmission for a hybrid drive arrangement, hybrid drive arrangement, vehicle, method for operating the hybrid drive arrangement, computer program and storage medium|
    DE102017213367A1|2017-08-02|2019-02-07|Robert Bosch Gmbh|Transmission for a hybrid drive assembly|
    CN110341459B|2019-06-12|2021-04-23|浙江吉利控股集团有限公司|Automobile hybrid power driving mechanism and driving method thereof|
    法律状态:
    2015-09-17| PLFP| Fee payment|Year of fee payment: 2 |
    2016-03-25| PLSC| Search report ready|Effective date: 20160325 |
    2016-08-29| PLFP| Fee payment|Year of fee payment: 3 |
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    2019-09-13| PLFP| Fee payment|Year of fee payment: 6 |
    2020-09-14| PLFP| Fee payment|Year of fee payment: 7 |
    2021-09-29| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1459000A|FR3026062B1|2014-09-24|2014-09-24|AUTOMATIC TRANSMISSION FOR THERMAL / ELECTRIC HYBRID VEHICLE|FR1459000A| FR3026062B1|2014-09-24|2014-09-24|AUTOMATIC TRANSMISSION FOR THERMAL / ELECTRIC HYBRID VEHICLE|
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