• 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 subject of the present invention is an automatic transmission for a hybrid vehicle. Automatic transmission for a hybrid thermal / electric vehicle comprising: an input shaft (AE) driven by the heat engine; a wheel, a crown or an output gear (RCPS) ), - a stationary element (ES), such as a housing for example, - an electric machine (ME) whose stator (ST) is integral with the stationary element (ES), - the first, second, third, fourth and fifth torque selector members (C124; C345; C1; C23; C5) engagable or selectively energized to establish different transmission ratios. Automatic transmission characterized in that it comprises, in addition, a single double planetary gear Ravigneaux type (TPR) whose constituent functional elements are arranged in two stages of planetary gear (ET1 and ET2) connected by the aforementioned members to the input shaft (AE) and the stationary element (ES), and in that the rotor (RO) of the electric machine (ME) is mounted on a functional element (R1) for injecting the movement of the train ( TPR).
    公开号:FR3029465A1
    申请号:FR1462055
    申请日:2014-12-08
    公开日:2016-06-10
    发明作者:Olivier Lecomte
    申请人:Punch Powerglide Strasbourg SAS；
    IPC主号:
    专利说明:

    [0001] DESCRIPTION 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 relates more specifically to transmissions for hybrid vehicles that can operate in "pure" electric drive mode, that is to say for vehicles that can be driven by the action of the single electric motor, and whose drives by heat engine and electric motor pass through the same transmission before application to the drive wheels. For the above-mentioned type of vehicle, two types of architectures currently exist in the state of the art.
    [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 requested as a motor or generator to either 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 entrance 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 high electric machine powers (more than 40kW, especially for "plug-in" vehicles, that is to say rechargeable on an external source), it becomes difficult to integrate this machine into the gearbox, and it then leads to an 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. 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.
    [0004] 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, a portion of the power of the engine is, however, transmitted mechanically to the wheels (serial-parallel operation). 3029465 - 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 it does not there is no need to make 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 drawback lies in the overweight and the additional cost generated by the use of 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 of 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 drawbacks and overcome the limitations of existing solutions, transmissions and gearboxes specially adapted for 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, 25 - one or two speed (s) for the propulsion of the vehicle by the electric motor, - a mode take-off or starting of 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 of reduced optimum efficiency. 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 a high energy dissipation capacity), while still having a possibility of taking off other than electrical 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 generally a relatively small number of ratios. Finally, by the French patent application No. 14 54773 in the name of the applicant, there is known an improved automatic transmission for hybrid vehicle for obtaining two speeds with a purely electric drive and six speeds with a drive by the engine ( four fixed speeds and two continuously variable speeds). This embodiment makes it possible to overcome at least some of the aforementioned drawbacks and limitations, and in particular to dispense with a specific device for starting with the heat engine (starting with the first ratio in continuous variation). However, this enhanced automatic transmission for responding to specific priority requests, in turn, presents itself in a number of other ways with a number of limitations. Thus, and firstly, a drive by the electric motor in support of a drive by the heat engine, at least for several of the speed reports in the drive mode by the engine, and especially during startup, n ' is not possible (the electric machine 30 working as a generator). In addition, when a gear ratio for a drive by the engine is engaged, the speeds of the engine and the electric machine are, for most reports, relatively different.
    [0005] In other words, in these cases, if energy recovery or drive support by the heat engine (hybrid drive mode) is envisaged, the values of the relative speeds of the thermal engine and electric machine, compared to the output of the transmission, will present significant differences. As a result, it will rarely be found, for a given report, in the optimum area of efficiency of the electric machine, hence an overall energy balance of the degraded vehicle. The present invention aims to overcome at least the main limitation mentioned above, preferably both, while retaining the other advantages of the aforementioned improved automatic transmission.
    [0006] Another object of the invention is to reduce the number of equipment usually present at the powertrain, and thus the weight and cost of the vehicle, by using at least a portion of the transmission to perform additional functions.
    [0007] To this end, it relates to an automatic transmission for hybrid thermal / electric vehicle comprising - - an input shaft driven by the heat engine, - a wheel, a crown or an output gear, - a stationary element, such as that a casing for example, 20 - an electric machine whose stator is integral with the stationary element, - first, second, third, fourth and fifth selectively transmitting torque members can be engaged or selectively activated to establish, d on the one hand, at least three gear ratios for driving the vehicle under the action of the electric machine operating as a motor, and on the other hand, at least five gear ratios for driving the vehicle under the action of the engine, an automatic transmission characterized in that it further comprises a single double planetary gear of the Ravigneaux type, comprising as functional elements constituting: first and second sun wheels, first and second toothed crowns and first and second sets of planet gears mounted on a common planet carrier, these elements being arranged in two stages of planetary gear interconnected by one or a plurality of pinion (s) long (s) meshing with each of said stages, in that the first and second torque selector members are adapted and intended to selectively connect the input shaft to one of functional elements of the first stage, in that the third and fourth torque transmission members are adapted and adapted to selectively connect one of the functional elements of the second stage to the stationary element, in that the fifth selectively transmitting member of torque is adapted and intended to connect one of the functional elements of the first stage to the stationary element, and, in that the rotor of the mach The electrical system is mounted directly on a Ravigneaux planetary gear injection functional element, or is kinematically connected to this element by a multiplier or reduction gear system, of the planetary or parallel type. The invention will be better understood from the following description, which refers to a preferred embodiment, given by way of nonlimiting example, and explained with reference to the appended diagrammatic drawings, in which: FIG. a wired symbolic representation of an automatic transmission according to the invention; 2 shows, in connection with the transmission shown in FIG. 1, a passage matrix or interlocking table of the various selective torque transmission members, with indication of the numbers of the speeds and the drive mode, as well as the steps (gear ratio); FIGS. 3A and 3B show, on the basis of the passage matrix shown in FIG. 2, two examples of gear shift strategies from start to maximum speed; Fig. 4 is a table showing, by way of example, the ratios with respect to the output speed of the respective speeds of the thermal engine and the electric motor for the different gear ratios in the drive mode by the heat engine; FIG. 5 shows, for the various possible modes of operation of the transmission according to the invention, curves [traction force / propulsion (N) / vehicle speed (km / h)] for a practical embodiment of the invention. and FIG. 6 is a wired symbolic representation, similar to FIG. 1, of an alternative embodiment of an automatic transmission according to the invention, the Ravigneaux train being mounted in an inverted manner (the matrix of FIG. passage of Figure 2 also applies to this variant). FIGS. 1 and 6 schematically illustrate an automatic transmission for a hybrid thermal / electric vehicle comprising an input shaft AE driven by the heat engine, a wheel, a crown or an RCPS output gear, a stationary element ES , such as a housing for example, - an electric machine ME whose ST stator is integral with the stationary element ES, 10 - first, second, third, fourth and fifth torque transmission members C124; C345; Cl; C23; C5 can be engaged or selectively activated to establish, on the one hand, at least three gear ratios for a drive of the vehicle under the action of the electric machine ME operating as a motor, and on the other hand, at least five gear ratios for a drive of the vehicle under the action of the engine. According to the invention, this transmission further comprises a single double planetary gear of the Ravigneaux TPR type comprising, as constituent functional elements: first and second solar wheels Si and S2, first and second toothed rings R1 and R2 and first and second sets of PS1 and PS2 planet gears mounted on a common satellite carrier SC, these elements being arranged in two stages of planetary gear ET1 and ET2 interconnected by one or more pinion (s) long (s) PL meshing with each of said ET1 and ET2 stages. First and second torque selector members C124; C345 are adapted and intended to selectively connect the input shaft AE to one of the functional elements of the first stage ET1. In addition, the third and fourth torque selector members C1; C23 are adapted and intended to selectively connect one of the functional elements of the second stage ET2 to the stationary element ES. In addition, the fifth torque selective transmission member C5 is adapted and intended to connect one of the functional elements of the first stage ET1 to the stationary element ES.
    [0008] Finally, the rotor RO of the electric machine ME is mounted directly on a functional element for injection of the movement of the Ravigneaux TPR planetary gear train, or is kinematically connected to this element by a gearing gear multiplier or gear reducer, planetary or parallel type. Preferably, the rotor RO of the electrical machine ME is secured to or connected kinematically to a functional element of the Ravigneaux TPR planetary gear train, which can be kinematically connected, directly, to the input shaft AE via the one said first and second torque selector members C124; C345. Said rotor RO is preferably secured to or connected to the toothed ring R1 of the first stage ET1, which forms with the sun wheel Si one of the two functional elements of injection of the movement in the train Ravigneaux TPR. It should be noted that each of FIGS. 1 and 6 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 and the means RCPS output). Thus, with a relatively simple structure (five members), not cumbersome (two stages, integration of the electric motor without increasing longitudinal size) and economically inexpensive, it is possible to provide thanks to the invention a proposal of 20 reports. transmission, adapted for optimized implementation with hybrid propulsion. When the movement is injected into the TPR twin gear train via the ring gear R1, this automatically results in driving the RO rotor of the electric machine 25 ME at the same speed (direct mounting) or at a proportional speed ( mounting with intermediate gear). According to the controlled operating mode of said electric machine ME, the latter can then operate as a motor (hybrid drive) or as a generator (battery recharging), in its optimal performance range.
    [0009] Furthermore, thanks to the particular mounting of the electric machine ME, that is to say with possibility of direct connection with the drive shaft AE and upstream of the TPR Ravigneaux train, this can be used to start the engine with the ME electric machine.
    [0010] In the embodiments described and shown, it is sufficient to close (by engagement or activation) the second clutch or C345 torque selective transmission member. In fact, in this case, using the electric machine ME as a motor, the heat engine can be driven in return and thus start it up. All the other clutches or members C124, C1, C23 and C5 5 being disconnected (disengaged or deactivated), no torque is transmitted through the Ravigneaux train and therefore to the wheels of the vehicle (no impact in terms of movement on this latest). It can thus remove the starter of the engine: it reduces the cost and weight of the powertrain. It should be noted that the alternator can also be omitted, the ME machine being able to supply electrical energy when it is used as a generator. By similarly using the C345 member (the others being disconnected), it is possible to reverse and recharge the battery, with the vehicle stationary, by driving the electric machine through the thermal engine. As also shown in Figures 1 and 6, each PC long wheel are advantageously associated, on the one hand, a PS1 pinion gear at the first stage ET1, which meshes with said long pinion PL and with the crown R1 or the wheel solar S1 of said stage ET1 and, secondly, a satellite pinion PS2 at the second stage ET2, which meshes with said long pinion PL and with the sun gear S2 or the ring gear R2 of said stage ET2, the planet carrier SC bearing said long pinion PL and carrying the two planet gears PS1 and PS2 with free rotation faculty.
    [0011] Although a single long pinion PL is shown in FIG. 1, preferably several (for example two or three distributed around the longitudinal axis) are provided with their two planet gears PS1 and associated. In terms of movement input and output at the Ravigneaux train, it may be provided that the first and second torque transmission members C124 and C345 are adapted and adapted to selectively connect the drive shaft to each other. AE input either to the sun gear If or to the crown R1 forming part of the first stage ET1 of the twin planetary gear of Ravigneaux TPR type, the wheel, the ring gear or the output gear RCPS 35 being connected directly (secured to cinematically) to the satellite carrier SC. The two stages ET1 and ET2 of the double planetary gear train TPR comprise the different meshing means (rings, wheels, gears) distributed in two parallel planes, perpendicular to the longitudinal axis and spaced along the latter.
    [0012] In order to have an optimum adjustment of the thermal and electric engine speeds in the most beneficial circumstances, namely speed ratios whose engagement is prolonged over time and which may correspond to the high sustainable speeds of the engine. it may be advantageously provided that the torque selector C345 adapted and adapted to selectively connect the input shaft AE to the input ring R1 of the first stage ET1 is activated or engaged for the establishment of high speed ratios during a drive of the vehicle under the action of the engine, preferably the third, fourth and fifth gear ratios (see Figures 1, 2 and 4). Advantageously, and as also shown in FIG. 1, the fifth selective torque transmission member C5 is adapted and intended to connect the sun gear S1 of the first stage ET1 to the stationary element ES. In addition, according to another feature of the invention, the third torque transmission member C1 is adapted and adapted to selectively connect the ring R2 of the second stage ET2 to the stationary member ES and the fourth member of the transmission C23 is adapted and intended to selectively connect the sun wheel S2 of the second stage ET2 to the stationary element ES.
    [0013] Preferably, and as illustrated by FIGS. 2, 3A and 3B, for the establishment of each of the gear ratios for the drive by the electric motor ME, only one of the third, fourth and fifth gear selector members Cl; C23; C5 is activated or engaged, for the establishment of each gear ratio for the drive by the heat engine, two of the five C124 torque transmission members; C345; Cl; C23; C5 are activated or engaged. As also shown in FIG. 2, it can advantageously be provided that the gear ratios for a drive of the vehicle under the action of the engine consist exclusively of forward gear ratios, the transition from a given speed to an immediately higher or immediately lower speed being advantageously carried out, on the one hand, by disengagement or deactivation of a single member of the pair of members realizing the current speed and, on the other hand, by engagement or activation of a single member forming part of the pair of members intended to achieve the new speed.
    [0014] The electrical report (s) El, E2 is (are) used (s) to start the vehicle at a standstill when there is enough energy in the battery. In addition, El, and possibly E2, are used to perform the movements in reverse. In accordance with an advantageous characteristic of the clutch 10 shown in FIG. 1, illustrated by FIG. 3A, the third torque selective transmission member C23 is activated or engaged, at the same time, during the establishment of the second drive speed. by the electric motor and during the establishment of the third speed drive by the heat engine, the passage of the second speed in electric drive to the third speed in thermal drive being performed only by activation or engagement of the second gear member. C345 torque selective transmission, the ME electric machine can continue to operate in motor mode or switch to generator mode. In accordance with another advantageous characteristic of the clutch shown in FIG. 1, illustrated by FIG. 3B and which can be associated with the aforementioned advantageous characteristic, the fourth torque selective transmission member C5 is activated or engaged both during the establishment of the third gear in drive by the electric motor and in the establishment of the fifth speed, overdrive, 25 drive by the engine, the passage of the third gear in electric drive at the fifth gear drive thermal operation being performed only by activation or engagement of the second C345 torque selective transmission member, the electric machine ME can continue to operate in motor mode or switch to generator mode. Of course, the values of the ratios in the tables of FIGS. 2 and 3 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 35 shown in Fig. 1, in connection with the matrix of Fig. 2, the following torque selective transmission members or pairs 3029465 - 12 - are respectively engaged or activated to establish a gear ratio: - the third member C1 for the first gear driven by the electric motor ME, 5 - the fourth member C23 for the second gear driven by the electric motor ME, the fifth member C5 for the third speed driven by the heat engine ME, the first and third members C124 and C1 for the first speed driven by the heat engine, the first and fourth members C124. and C23 for the second speed driven by the heat engine, - the second and fourth members C345 and C23 for the third gear driven by the heat engine, 15 - the first and the second member C124 and C345 for the fourth speed drive by the heat engine, corresponding to a transmission ratio of 1 (direct drive), - the second and fifth member C345 and C5 for the fifth gear driven by the thermal motor.
    [0015] The performances and ranges of use of the different modes of operation of the transmission according to the invention are illustrated, by way of example, in the form of graphs representing the traction / propulsion force in Newtons as a function of the speed of the vehicle. in kilometers / hour in Figure 5.
    [0016] The three gear ratios available for the electric motor drive (curves ME1 to ME3) and the five gear ratios available for the drive by the heat engine alone (R1 to R5 curves) can be noted, the latter being doubled by five additional gear ratios corresponding to a drive by the heat engine assisted by the electric machine ME operating in motor mode (curves Ri + support ME). 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.
    [0017] The present invention also relates to a method of controlling a hybrid vehicle equipped with an automatic transmission 3029465 - 13 - as described above and equipping a hybrid vehicle provided with a rechargeable battery. This method consists, at start-up, in verifying the charge level of the battery and comparing it to a low threshold value, and then either kinematically starting the vehicle via the heat engine alone if the charge level is below the threshold value, by engaging the first gear ratio in the drive mode by the heat engine, the third member Cl serving as a starting clutch, or starting kinematically the vehicle via the electric motor 10 ME if the load level is greater than or equal to the threshold value, by engaging the first gear ratio in the drive mode by the electric motor ME, possibly with additional drive by the heat engine by simultaneously engaging the first gear ratio in drive mode by the heat engine. Advantageously, the engine is started by means of the electric machine ME operating as a motor, only the fifth selective torque transmission member C245 being engaged.
    [0018] 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 protection of the invention.
    权利要求:
    Claims (14)
    [0001]
    REVENDICATIONS1. Automatic transmission for hybrid thermal / electric vehicle comprising - - an input shaft (AE) driven by the heat engine, - a wheel, a crown or an output gear (RCPS), - a stationary element (ES), such as a casing for example, - an electric machine (ME) whose stator (ST) is integral with the stationary element (ES), - first, second, third, fourth and fifth torque transmission members (C124; C345; C1; C23; C5) engageable or selectively activated to establish, on the one hand, at least three gear ratios for driving the vehicle under the action of the electric machine (ME) operating as a motor, and on the other hand, at least five gear ratios for a drive of the vehicle under the action of the heat engine, automatic transmission characterized in that it further comprises a single double planetary gear Ravigneaux type (TPR) comprising as constitutive functional elements: first and second sun wheels (Si and S2), first and second ring gear (R1 and R2) and first and second sets of planet gears (PS1 and PS2) mounted on a common planet carrier (SC), these elements being arranged in two stages of planetary gear (ET1 and ET2) interconnected by one or more pinion (s) long (s) (PL) meshing with each of said stages (ET1 and ET2), in that the first and second torque transmission members (C124; C345) are adapted and adapted to selectively connect the input shaft (AE) to one of the functional elements of the first stage (ET1), in that the third and fourth torque transmission members (C1; C23) are capable of selectively connecting one of the functional elements of the second stage (ET2) to the stationary element (ES), in that the fifth selective torque transmission member (C5) is suitable for connecting one of the elements from the first stage (ET1) to the stationary element (ES), and in that the rotor (RO) of the electric machine (ME) is mounted directly on a functional element of injection of the movement of the Ravigneaux planetary gear (TPR), or is kinematically connected to this element by a gear system multiplier or reduction gear, the planetary or parallel type.
    [0002]
    2. Automatic transmission according to claim 1, characterized in that the rotor (RO) of the electric machine (ME) is secured to or kinematically connected to a functional element of the Ravigneaux TPR planetary gear train which can be kinematically connected, directly, to the input shaft AE via one of said first and second torque selector members C124; C345, preferably to the ring gear (R1) of the first stage (ET1).
    [0003]
    3. Automatic transmission according to claim 1 or 2, characterized in that each long pinion (PL) is associated, on the one hand, with a pinion gear (PS1) at the first stage (ET1), which meshes with said long gear (PL) and with the crown (R1) or the sun gear (Si) of said stage (ET1) and, secondly, a planet gear (PS2) at the second stage (ET2), which meshes with said long gear (PL) and with the sun gear (S2) or the ring gear (R2) of said stage (ET2), the planet carrier (SC) bearing said long gear (PL) and carrying the two planet gears (PS1 and PS2) with free rotation.
    [0004]
    4. Automatic transmission according to any of claims 1 to 3, characterized in that the first and second torque transmission members (C124; C345) are adapted and adapted to selectively connect the drive shaft to each other. input (AE) either to the sun gear (Si) or to the crown (R1) forming part of the first stage (ET1) of the Ravigneaux type double planetary gear train (TPR), the wheel, the crown or the output gear (RCPS) being connected directly to the carrier (SC).
    [0005]
    Automatic transmission according to claim 4, characterized in that the torque selector (C345) adapted and adapted to selectively connect the input shaft (AE) to the input ring ( R1) of the first stage (ET1) is activated or engaged for the establishment of high speed ratios during a drive of the vehicle under the action of the heat engine, preferably for the establishment of the third, fourth and fifth gear ratios . 3029465 - 16 -
    [0006]
    6. Automatic transmission according to any one of claims 1 to 5, characterized in that the fifth torque selective transmission member (C5) is adapted and intended to connect the sun wheel (Si) of the first stage (ET1) to the stationary element (ES). 5
    [0007]
    7. Automatic transmission according to any one of claims 1 to 6, characterized in that the third torque transmission member (C1) is adapted and intended to connect, selectively, the ring (R2) of the second stage (ET2 ) to the stationary element (ES) and in that the fourth transmission element (C23) is adapted and adapted to selectively connect the sun wheel (S2) of the second stage (ET2) to the stationary element (ES).
    [0008]
    8. Automatic transmission according to any one of claims 1 to 7, characterized in that for the establishment of each gear ratio for driving by the electric motor (ME), only one of the third, fourth and fifth selective torque transmission members (C1; C23; C5) is activated or engaged, and in that for establishing each of the gear ratios for driving by the heat engine two of the five transmission members selective torque (C124; C345; C1; C23; C5) are activated or engaged. 20
    [0009]
    9. Automatic transmission according to any one of claims 1 to 8, characterized in that the gear ratios for a drive of the vehicle under the action of the engine consist exclusively of gear ratios forward, the passage of a given speed at an immediately higher or immediately lower speed being advantageously effected, on the one hand, by disengagement or deactivation of a single member of the pair of members realizing the current speed and, on the other hand, by engagement or activation of a single member forming part of the pair of members for realizing the new speed.
    [0010]
    10. Automatic transmission according to any one of claims 1 to 9, characterized in that the third torque selector (C23) is activated or engaged at the same time when setting the second speed in driving by the electric motor and during the establishment of the third gear drive by the heat engine, the passage of the second gear in electric drive at the third speed in thermal drive is performed only by activation or engagement of the second organ torque selective transmission (C345), the electric machine (ME) 3029465 - 17 - can continue to operate in motor mode or switch to generator mode.
    [0011]
    Automatic transmission according to one of claims 1 to 10, characterized in that the fourth torque selector (C5) is activated or engaged both when the third speed is established. drive by the electric motor and during the establishment of the fifth speed, overdrive, driven by the heat engine, the passage of the third gear in electric drive at the fifth gear in thermal drive 10 being performed only by activation or engagement the second selective torque transmission member (C345), the electric machine (ME) can continue to operate in engine mode or switch to generator mode.
    [0012]
    Automatic transmission according to any one of claims 1 to 11, characterized in that the following members or pairs of torque transmission members are respectively engaged or activated. to establish a gear ratio: - the third gear (C1) for the first gear driven by the electric motor (ME), 20 - the fourth gear (C23) for the second gear driven by the electric motor (ME ), the fifth member (C5) for the third speed driven by the heat engine (ME), the first and third members (C124 and C1) for the first speed driven by the heat engine, the first and fourth members (C124 and C23) for the second gear driven by the heat engine, - the second and fourth members (C345 and C23) for the third gear driven by the heat engine, 30 - the first and second members (C124 and C345) for the fourth gear driven by the heat engine, corresponding to a transmission ratio of 1, - the second and the fifth member (C345 and C5) for the fifth gear driven by the engine. 35
    [0013]
    13. A method of controlling a hybrid vehicle equipped with an automatic transmission according to any one of claims 1 to 12 fitted to a hybrid vehicle provided with a rechargeable battery, characterized in that it consists, at start-up time, to check the battery charge level and to compare it to a low threshold value, then either to start the vehicle kinematically via the heat engine alone if the charge level is below the threshold value by engaging the first gear ratio in the drive mode by the heat engine, the third member (C1) acting as a starting clutch, or kinematically starting the vehicle via the electric motor (ME) if the load level is greater than or equal to the threshold value, by engaging the first gear ratio in drive mode by the electric motor 10 (ME), possibly with an addition drive by the thermal engine by simultaneous engagement of the first gear ratio in the drive mode by the engine.
    [0014]
    14. Control method according to claim 13, characterized in that the starting of the engine is performed by means of the electric machine (ME) operating as a motor, only the fifth selective torque transmission member (C245) being engaged.
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3029465A1|2016-06-10|AUTOMATIC TRANSMISSION FOR HYBRID VEHICLE
    EP1453694B1|2006-03-01|Power transmission device with at least two planetary gear trains
    EP2345828B1|2013-05-01|Transmission device with variable ratio for vehicle powertrain and hybrid vehicle using such a transmission
    WO2015197927A1|2015-12-30|Hybrid transmission with offset electric machine and method for controlling gear changes
    EP0094664B1|1988-12-07|Oil-pneumatic brake energy regeneration means for urban vehicles
    WO2015181480A1|2015-12-03|Automatic transmission for hybrid vehicle and control method
    FR3026062A1|2016-03-25|AUTOMATIC TRANSMISSION FOR THERMAL / ELECTRIC HYBRID VEHICLE
    EP1097830B1|2004-06-16|Hybrid drive unit with at least two planetary gearings
    EP2691672B1|2016-07-20|Vehicle comprising a hybrid combustion engine/hydraulic power train with power distribution
    EP1100690B1|2004-05-12|Hybrid engine transmission unit comprising two electrical machines
    WO2011080439A1|2011-07-07|Method for disconnecting an electrical machine on a running gear of a vehicle, in particular a hybrid motor vehicle
    WO2004103756A1|2004-12-02|Drive train for a motor vehicle and control method thereof
    FR2824509A1|2002-11-15|Automobile hybrid-parallel drive, has secondary coaxial transmission shaft fixed to crankshaft of primary transmission
    FR3016319A1|2015-07-17|TRANSMISSION FOR MOTOR VEHICLE WITH HYBRID PROPULSION AND CONTROL METHOD THEREFOR
    EP2001719A1|2008-12-17|Power transmission method
    WO2011072765A1|2011-06-23|Method for controlling a hybrid vehicle drive device, and associated device
    FR2970440A1|2012-07-20|MOTOR PROPELLER SYSTEM FOR VEHICLE
    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
    FR3106089A1|2021-07-16|Automatic transmission for thermal / electric hybrid vehicle
    FR3106090A1|2021-07-16|Transmission for hybrid vehicle and its control method
    FR3067665A1|2018-12-21|TENSION ARCHITECTURE HAVING A TWO-REPORTING COUPLING DEVICE BETWEEN AN ELECTRIC MACHINE AND A REAR VEHICLE MOTOR TRAIN
    FR2971975A1|2012-08-31|Powertrain system for use in e.g. hydraulic hybrid car, has power transmission device placed between planetary gear train and output device, where device authorizes coupling or decoupling of gear train and output device
    WO2016071644A1|2016-05-12|Hybrid vehicle drive system
    同族专利:
    公开号 | 公开日
    CN107107733A|2017-08-29|
    US20170334280A1|2017-11-23|
    WO2016092184A1|2016-06-16|
    FR3029465B1|2016-12-09|
    US10358026B2|2019-07-23|
    CN107107733B|2020-01-31|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102005039592A1|2005-08-19|2007-02-22|Voith Turbo Gmbh & Co. Kg|Transmission unit for hybrid drive, comprises starting unit assembled of electric drive and torque converter|
    US20070099738A1|2005-10-31|2007-05-03|Holmes Alan G|Electrically variable transmission with input split mode and compound split modes|
    WO2014020992A1|2012-08-01|2014-02-06|本田技研工業株式会社|Motive power device|WO2019025404A1|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|US3380448A|1964-11-24|1968-04-30|Abbott Lab|Cervical-pudendal indwelling catheter set with tissue piercing means|
    JP3650089B2|2002-08-02|2005-05-18|トヨタ自動車株式会社|Hybrid drive device and automobile equipped with the same|
    DE102006033087A1|2006-07-14|2008-01-24|Zf Friedrichshafen Ag|Hybrid drive for a vehicle|
    US7473200B2|2007-01-23|2009-01-06|Gm Global Technology Operations, Inc.|Multi-mode electrically variable transmissions with two brakes and three input clutches|
    DE102007024126A1|2007-05-24|2008-12-04|Zf Friedrichshafen Ag|Hybrid drive system for a vehicle|
    US8216529B2|2008-09-15|2012-07-10|Abbott Point Of Care Inc.|Fluid-containing pouches with reduced gas exchange and methods for making same|
    WO2011083680A1|2010-01-07|2011-07-14|三菱自動車工業株式会社|Front-and-rear-wheel drive vehicle|
    DE102010031026A1|2010-07-07|2012-01-12|Zf Friedrichshafen Ag|Drive arrangement for vehicle, has combustion engine, electric machine, braking unit, shift gearbox and electrodynamic starting element that is formed as planetary gear|
    CN103057395B|2013-01-31|2016-03-30|长城汽车股份有限公司|Hybrid gearbox|WO2018014966A1|2016-07-22|2018-01-25|Gkn Automotive Ltd.|Transmission arrangement for a hybrid vehicle, drive system, and hybrid vehicle|
    DE102016217248A1|2016-09-09|2018-03-15|Zf Friedrichshafen Ag|Transmission for a motor vehicle, and powertrain for a motor vehicle|
    WO2018127825A1|2017-01-05|2018-07-12|Dumarey Guido Lieven P|Integrated wireless charging system|
    DE102017213373A1|2017-08-02|2019-02-07|Robert Bosch Gmbh|Transmission for a hybrid drive assembly|
    DE102017213344A1|2017-08-02|2019-02-07|Robert Bosch Gmbh|Transmission for a hybrid drive assembly|
    CN108394264A|2018-01-31|2018-08-14|江苏汤臣汽车零部件有限公司|A kind of fourth gear hybrid power assembly|
    FR3098766B1|2019-07-17|2021-10-29|Punch Powerglide Strasbourg|Automatic transmission for thermal / electric hybrid vehicle|
    FR3106089B1|2020-01-15|2021-12-10|Punch Powerglide Strasbourg|Automatic transmission for thermal / electric hybrid vehicle|
    FR3106090A1|2020-01-15|2021-07-16|Punch Powerglide Strasbourg|Transmission for hybrid vehicle and its control method|
    DE102020109629A1|2020-04-07|2021-10-07|Schaeffler Technologies AG & Co. KG|P3S hybrid transmission structure with Ravigneaux planetary gear set and drive train|
    法律状态:
    2015-12-18| PLFP| Fee payment|Year of fee payment: 2 |
    2016-06-10| PLSC| Publication of the preliminary search report|Effective date: 20160610 |
    2016-11-07| PLFP| Fee payment|Year of fee payment: 3 |
    2017-12-22| PLFP| Fee payment|Year of fee payment: 4 |
    2020-04-23| PLFP| Fee payment|Year of fee payment: 6 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 7 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1462055A|FR3029465B1|2014-12-08|2014-12-08|AUTOMATIC TRANSMISSION FOR HYBRID VEHICLE|FR1462055A| FR3029465B1|2014-12-08|2014-12-08|AUTOMATIC TRANSMISSION FOR HYBRID VEHICLE|
    PCT/FR2015/053328| WO2016092184A1|2014-12-08|2015-12-04|Automatic transmission for hybrid vehicle and method for controlling a hybrid vehicle|
    US15/533,930| US10358026B2|2014-12-08|2015-12-04|Automatic transmission for hybrid vehicle and method for controlling a hybrid vehicle|
    CN201580066660.2A| CN107107733B|2014-12-08|2015-12-04|Automatic transmission of hybrid vehicle and control method of hybrid vehicle|
    [返回顶部]