• 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:
    In a hybrid vehicle where the transmission (6) of one of the traction machines (2) to the axle (4) comprises an epicyclic gear train (9) with two kinematic states controlling two reduction ratios, the coupling responsible for the state switching is split (40, 41) to eliminate the transient state where the train is free, and the corresponding torque break.
    公开号:FR3039243A1
    申请号:FR1556854
    申请日:2015-07-20
    公开日:2017-01-27
    发明作者:Stephane Venturi
    申请人:IFP Energies Nouvelles IFPEN；
    IPC主号:
    专利说明:

    HYBRID VEHICLE COMPRISING TORQUE BREAKING TO SINGLE PROPULSION MODE CHANGES
    DESCRIPTION
    The subject of the present invention is a hybrid vehicle in which a torque breaking suppression is carried out during changes in the mode of simple propulsion. One aspect of the invention is the vehicle itself, and another is the corresponding method.
    A particular embodiment of a hybrid vehicle will already be described by means of FIG. 1. It comprises a heat engine 1, which is a first traction machine, and an electric motor 2, which is a second traction machine. Other types of traction machine could be envisaged, and thus the electric motor 2 could be replaced by a hydraulic or pneumatic machine.
    The power delivered by the traction machines is transmitted to a driving axle 4, provided with wheels 5 through which the vehicle is driven, by means of a transmission 6 which will be briefly described. It comprises a first epicyclic gear train 7, driven by the output shaft 8 of the heat engine 1, and a second epicyclic gear train 9, which will attract more attention here and which is driven by the motor shaft 10 of the electric motor 2 and or by the first epicyclic train. An output gear wheel 11 is directly driven by the second epicyclic gear train 9 and is connected to the axle 4 by a differential 12. The first epicyclic gear train 7 drives the axle 4 via the second epicyclic gear train 9, the trains epicyclic 7 and 9 being in series and the first planetary gear train 7 can be considered as a branch of the transmission 6 connecting the second epicyclic gear 9 to the engine 1.
    The driving of such hybrid vehicles can be carried out in hybrid mode, or on the contrary by resorting preferentially or exclusively to one or the other of the traction machines: the electric motor 2 will be rather used in town to limit the noise and the pollution, and the engine 1 on road to give greater speeds and enjoy greater autonomy also.
    Some characteristics of the operation of the vehicle are given below; a greater detail is given in the document WO 2015/071088 A, to which reference is made if necessary, knowing that the invention may be applied to different vehicles, both of the embodiment described here and of the embodiments described in this document. previous document.
    The planetary gear trains 7 and 9 make it possible to impose different reduction ratios between each of the traction machines and the axle 4 by means of different operating states. Thus, the first epicyclic gear train 7 comprises a hollow shaft sun gear 14 in which the output shaft 8 is engaged, a ring 15 also with a hollow shaft in which the output shaft 8 is engaged, and a carrier satellites 16, which constitutes an output device of the planetary gear train 7 and conventionally meshes, via satellites 17 that it carries, with gear teeth dug on the sun gear 14 and the ring 15. The hollow shafts are constrained to unidirectional rotations by freewheel devices 18 and 19. The elements of the transmission 6, as well as the traction machines and the axle 4, are held on or in a frame 29.
    The hollow shafts are provided with flanges, respectively 20 and 21, of engagement with respective controlled couplings 22 and 23 having movable portions driven in rotation by the output shaft 8 but sliding on it, and control mechanisms. to govern these sliding movements. The aforementioned document explains that different speeds of rotation between the output shaft 8 and the planet carrier 16 can be controlled by engaging the coupling 22, which secures the sun gear 14 with the output shaft 8 , or the coupling 23, which secures the ring 15 with the output shaft 8, or both at once, which blocks the epicyclic train 7 and makes it completely integral with the output shaft 8. And if the two couplings 22 and 23 are released, the first epicyclic gear 7 is free.
    The second epicyclic gear train 9 comprises a sun gear 24 driven by the electric motor 2, a ring 25 meshing with the planet carrier 16 of the first epicyclic gear train 7 and a planet carrier 26 meshing with the output gear wheel 11 by an external toothing, and secondly with the sun gear 24 and an internal toothing of the ring gear 25 by satellites 27. A third controlled coupling 28 is provided. It comprises a movable element driven by the ring 25 and adapted to secure it, in a first extreme state, with the frame 29, and in another extreme state with a flange 30 of the sun gear 24. In the first extreme state, the sun gear 24 therefore rotates the planet carrier 26 via the satellites 27, while the ring 25 is stationary; in the second extreme state, the epicyclic gear 9 is blocked and the planet carrier 26 rotates at the same speed of rotation as the sun gear 24; and in the intermediate state, the speed of rotation of the planet carrier 26 depends at the same time on that of the sun gear 24 and that of the ring gear 25, imposed by a possible operation of the heat engine 1. The first extreme state corresponds to a short electric mode, high reduction ratio, the second extreme state to a long electric mode, reduced reduction ratio between the output shaft 10 of the electric motor 2 and the axle 4, and the intermediate state to a distributed power regime said "power split".
    In the long electric mode, the heat engine can also be used, this corresponds to use in parallel hybrid mode.
    We now expose the technical problem at the source of the invention. When the heat engine 1 is stopped and idle in purely electric propulsion, and switching from the electric mode to the long electric mode is requested to the electric motor 2, the following phenomenon appears. The movable element of the third coupling 28 is disengaged from the frame 29 and releases the ring gear 25. However, the engagement of the movable element of the third coupling 28 with the flange 30 is possible only when their rotational speeds have been synchronized. As the axle 4 continues to rotate at about the same speed during this switching, the electric motor 2 must decelerate. The ratio of the reduction ratios is generally important, of the order of about 3, and the deceleration is therefore considerable. The torque transmitted by the electric motor 2 to the axle 4 must therefore be canceled during this phase of synchronization regimes during switching, which prevents the driver to accelerate as he would have liked, and can give an unpleasant driving. This break in torque, experienced in the long electric mode, also exists in the form of an opposite rupture (abrupt and important increase) also unpleasant, in switching from the long electric mode to the short electric mode.
    With the invention, it obviates this technical problem, through a judicious choice of the coupling system ensuring a faster switching between the two ratios of reductions or modes of the electric motor 2, or more generally one of the traction machines , which reduces or eliminates the intermediate state of this "power split" where the torque break is sensitive.
    Another advantage of the invention is that the modified coupling system generally allows a parking brake state, by completely blocking the transmission when the traction machines are stopped.
    In general form, it consists of a hybrid vehicle, comprising a first traction machine, a second traction machine, an axle driven by the first traction machine and the second traction machine, a mechanical transmission connecting the axle to the first traction machine and the second traction machine, the transmission comprising an epicyclic gear train with two reduction ratios between the second traction machine and the axle, the epicyclic gear comprising a switching mechanism for imposing each of the reduction ratios, characterized in that the switching mechanism is split and comprises a first mechanism adapted to secure and separate two components of the epicyclic gear, and a second mechanism adapted to stop and release a third component of the epicyclic gear.
    A synchronized action on the two mechanisms replacing the unit mechanism of the known design substantially reduces or eliminates the switching time during which the mode called "power split" or distributed power, in which there is a break in torque, s 'exercises. Electric gear changes are therefore much less sensitive to the driver. The invention thus conceived can be implemented in many ways, which will be described in more detail later. There is thus a freedom of choice of the constituents connected by the first mechanism, and of the constituent on which the second mechanism acts. The two components of the first mechanism can thus, according to some embodiments actually proposed for the invention, include the sun gear and the crown, the sun gear and the planet carrier, or the crown and the planet carrier, and the second mechanism can act either on the ring gear, or on a component of the transmission located between the first traction machine and the epicyclic train, so as to block the crown of the train, directly or not.
    The first mechanism may be a clutch, instead of a synchronizer, as proposed in the known embodiment; and the second mechanism may be advantageously a locking finger.
    The various aspects, characteristics and advantages of the invention will now be described in more detail, by means of the following figures, appended for purely illustrative purposes: FIG. 1 illustrates a known hybrid vehicle; Figures 2, 3, 4 and 5 illustrate four embodiments of the invention; FIGS. 6, 7 and 8 illustrate a fifth embodiment of the invention with three operating states; and FIG. 9 illustrates a sixth embodiment of the invention.
    FIG. 2 represents a first possible embodiment of the invention, in which the third coupling 28 is replaced by a clutch 40 between the sun gear 24 and the ring gear 25. In addition, a locking pin 41, depending on the frame 29, can come in engagement with the crown 25. The rest of the known design of Figure 1 is unchanged.
    The passage of the electric gear runs to the long electrical ratio is effected, the heat engine 1 being stopped, by closing the clutch 40 while opening the locking finger 41, which releases the ring 25 and immediately secures the 24. The speed of the electric motor 2 decreases as the speed of rotation of the ring 25 increases. A good synchronization of the commutations of these two mechanisms essentially eliminates the "power split" state obtained in the free state of the second epicyclic gear train 9, and therefore the breaking of torque.
    To obtain the passage of the long report to the short electric ratio, the same steps are carried out in the reverse order. A good synchronization of the switching mechanisms further reduces the duration of the transient mode and the unpleasant feeling felt by the driver. As soon as the clutch 40 is open, the speed of the ring gear 25, which then drives the first planetary gear train 7, decreases before being canceled and locked in front of the frame 29, thanks to the action of the freewheels 18 and 19, which prevent rotation in the opposite direction of the first planetary gear train 7. When this situation is reached, it is possible to actuate the locking pin 41, which immobilizes the ring 25 in both directions of rotation, while allowing recovery energy from the electric motor 2 during decelerations, as well as the use of reverse gear. The synchronization of the mechanisms is ensured by an adjustment of the control system of the vehicle. Switching from long mode to short mode is not allowed during deceleration.
    A parking brake position is obtained when the clutch 40 is closed and the locking pin 41 is in the locked position, the second epicyclic gear 9 then being completely stopped.
    The embodiment of FIG. 3 differs from the previous one in that the locking pin, now 42, is placed so as to be able to block the planet carrier 16 of the first epicyclic gear train 7. In fact, the planet carrier 16 and the With the ring 25 constantly meshing, the operating phases remain identical, and the ring 25 can be locked in the same way, albeit indirectly.
    In the configuration of Figure 4, there is the locking pin 41 of Figure 2, but the clutch 40 is here replaced by a clutch 43 for securing the sun gear 24 of the planet carrier 26. For this purpose, the The shaft of the sun gear 24 has an elongation 44 beyond the satellites 27. The operation is the same as above, since the long electrical modes, corresponding to the epicyclic gear 9 blocked, and short, correspond to the free planetary gear with locking of the ring 25 remain as they are.
    In the embodiment of Figure 5, the clutch, now 45, secures the ring 25 to the planet carrier 26. While in the previous designs the sun gear 24 extends into a hollow shaft of the ring 25, here c is the planet carrier 26 which, through an extension shaft 46, enters this hollow shaft. The electric motor 2 and the sun gear 24 are placed on the other side of the ring 25. However, these modifications still do not affect the operation of the invention as has been explained in connection with previous embodiments.
    Figures 6, 7 and 8 show another embodiment of the invention, which comprises a clutch 40 similar to that of Figure 2, while the coupling 23 of the embodiment of Figure 1 is replaced by a coupling 48 at three positions. In the state of Figure 6, the coupling 48 has no bonding; in the intermediate state, shown in Figure 7, it secures the output shaft 8 of the heat engine 1 to the ring 15 of the first epicyclic gear 7; and in the state of Figure 8, which has no equivalent in Figure 1, it locks the output shaft 8 and the ring 15 to the frame 29, and therefore it also blocks the ring 25 of the second epicyclic train 9. The total blocking of the first epicyclic train 7 is then accomplished in both directions of rotation when the sun gear 14 and the shaft 8 are coupled by means of the clutch 22, which allows a recovery of energy by the electric motor 2 during the deceleration phases, as well as the use of reverse gear.
    Compared to the first embodiments, a coupling has been removed. To obtain a parking brake, the coupling 48 must be in the position of Figure 8 and the other couplings must also be engaged.
    And if the coupling 48 is in the position of Figure 8, the actuation of the other couplings 22 and 40 allows the change of electrical relationships between the short and the long, both during acceleration phases of deceleration.
    Starting the heat engine 21 is however not possible in this state of FIG. 8.
    In the embodiment of FIG. 9, the coupling 48 is not used, but a locking finger 49 of the ring gear 15 to the casing 29 exists and makes it possible to obtain in the same way as in the previous embodiment the blocking of the first epicyclic train 7 by coupling the shaft 8 to the sun gear 14 and the ring 15 by the couplings 22 and 23 in addition to the locking of the ring 15The short electric ratio is then obtained.
    In thermal propulsion mode, the locking of the ring 15 with the locking pin 49 makes it possible to have a motor brake at the first gear of the heat engine 1 (the coupling 22 being engaged).
    The locking pin 49 could also be disposed on the sun gear 14, with the same locking effect of the first epicyclic gear train 7. A motor brake on the second gear of the heat engine 1 (the coupling 23 being engaged) could be obtained.
    A parking brake position would be possible with all couplings and the clutch finger engaged. (The embodiment of FIG. 2 could be accomplished with two synchronizers on the first epicyclic gear train 7. Similarly, the embodiment of FIGS. 6 to 8 could be applied with synchronizers on the first epicyclic gear train 7. Finally, the position of FIG. the actuator 48 and the other coupling could be inverted on the first epicyclic train 7, so as to completely block the sun gear 14 and the output shaft 8 to the housing 29. The locking of the ring 15 would remain possible by putting the coupling 23 in engagement.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1) Hybrid vehicle, comprising a first traction machine (1), a second traction machine (2), an axle (4) driven by the first traction machine and / or the second traction machine, a transmission (6). ) connecting the axle (4) to the first traction machine (1) and the second traction machine (2), the transmission comprising an epicyclic gear train (9) with two reduction ratios between the second traction machine ( 2) and the axle (4), the epicyclic gear train (9) comprising a switching mechanism for imposing each of the reduction ratios, characterized in that the switching mechanism is split and comprises a first mechanism (40, 43, 45 ) capable of securing and separating two components of the epicyclic gear train, and a second mechanism (41, 42, 48, 49) capable of stopping and releasing a third component of the epicyclic gear train.
    [0002]
    2) Hybrid vehicle according to claim 1, characterized in that the third component (25) of the epicyclic gear is also one of said two constituents.
    [0003]
    3) Hybrid vehicle according to any one of claims 1 or 2, characterized in that the third component of the epicyclic train is a ring (25) of said train.
    [0004]
    4) Hybrid vehicle according to any one of claims 1 to 3, characterized in that the two components of the epicyclic gear include a sun gear (24) of said epicyclic gear (9).
    [0005]
    5) Hybrid vehicle according to claim 4, characterized in that the two components of the epicyclic gear include a ring (25) of said train.
    [0006]
    6) Hybrid vehicle according to claim 4, characterized in that the two components of the epicyclic gear include a planet carrier (26) of said train.
    [0007]
    7) Hybrid vehicle according to any one of claims 1 to 6, characterized in that the first mechanism (40, 43, 45) is a clutch.
    [0008]
    8) Hybrid vehicle according to any one of claims 1 to 7, characterized in that the second mechanism (41, 42, 49) is a locking finger.
    [0009]
    9) Hybrid vehicle according to any one of claims 1 to 8, characterized in that the second mechanism (48, 49) is located on a portion (7) of the transmission (6) between the epicyclic gear (9) and the first traction machine (1).
    [0010]
    10) Hybrid vehicle according to claim 9, characterized in that said portion of the transmission is another epicyclic gear, and the second mechanism (48) is a coupling with two coupling states, including a blocking state of said other gear ( 7).
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3039243A1|2017-01-27|HYBRID VEHICLE COMPRISING TORQUE BREAKING TO SINGLE PROPULSION MODE CHANGES
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    FR2805328A1|2001-08-24|TORQUE TRANSMISSION DEVICE, ESPECIALLY WITH A DOUBLE CLUTCH BOX
    FR2765839A1|1999-01-15|Transmission with energy storage and ancillary drives
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    WO2015071088A1|2015-05-21|Motor vehicle propulsion unit and motor vehicle
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    WO2012042137A1|2012-04-05|Hybrid power plant with coaxial input shafts and corresponding control method
    EP3462058A1|2019-04-03|Speed transmission device with reverse gear for the movement of a motor vehicle, especially a motorised vehicle with at least two wheels
    FR3038278A1|2017-01-06|HYBRID VEHICLE COMPRISING TORQUE BREAKING TO SINGLE PROPULSION MODE CHANGES
    FR2702814A1|1994-09-23|Variable-speed automatic transmission
    EP3230105A1|2017-10-18|Power train for driving a motor vehicle with a variable-speed transmission device having a double planetary gear set and especially a power train for a hybrid-type vehicle
    FR2674484A1|1992-10-02|Transmission system with speed variation, in particular for electric vehicles
    FR2806143A1|2001-09-14|Motor vehicle automatic transmission has input shaft carrying drive gears engaging frrely rotating gears on driven shaft which can be selectively locked to shaft
    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
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    WO2018054717A1|2018-03-29|Motor vehicle powertrain
    FR2806354A1|2001-09-21|CRAWLER VEHICLE EQUIPPED WITH LATERAL SPEED REDUCERS WITH CHANGE OF GEAR
    FR3056463B1|2019-10-11|EPICYCLOIDAL DOUBLE TRAIN POWERTRAIN OPTIMIZED FOR A HYBRID VEHICLE
    同族专利:
    公开号 | 公开日
    EP3325300A1|2018-05-30|
    US20180201115A1|2018-07-19|
    WO2017013049A1|2017-01-26|
    CN107848390A|2018-03-27|
    FR3039243B1|2019-05-17|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20040166980A1|2001-05-03|2004-08-26|Joseph Supina|Transmission arrangements for hybrid electric vehicles|
    EP2386436A1|2009-03-24|2011-11-16|Honda Motor Co., Ltd.|Power transmitting device|
    WO2012007661A1|2010-07-16|2012-01-19|IFP Energies Nouvelles|Power train having a double epicyclic gear train for a hybrid motor vehicle|
    WO2013034538A1|2011-09-08|2013-03-14|Avl List Gmbh|Planetary gearing and drive train therewith|
    WO2015014555A1|2013-08-01|2015-02-05|Zf Friedrichshafen Ag|Hybrid drive of a motor vehicle and method for controlling same|
    DE19810374B4|1998-03-10|2013-05-02|Bayerische Motoren Werke Aktiengesellschaft|Hybrid drive for a motor vehicle|
    CN202080112U|2010-11-03|2011-12-21|薛殿伦|Multi-power supply coupling transmission system|
    DE102011005531A1|2011-03-15|2012-09-20|Zf Friedrichshafen Ag|Hybrid drive of a motor vehicle|
    CN104093617B|2012-02-01|2016-12-28|丰田自动车株式会社|Drive device for hybrid vehicle|
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    FR3013273B1|2013-11-15|2017-03-17|Ifp Energies Now|POWERTRAIN FOR DRIVING A MOTOR VEHICLE, ESPECIALLY FOR A HYBRID VEHICLE.|US9481781B2|2013-05-02|2016-11-01|Melior Innovations, Inc.|Black ceramic additives, pigments, and formulations|
    US10787574B2|2014-02-28|2020-09-29|Melior Innovations, Inc.|Polymer derived ceramic effects particles, uses and methods of making|
    US10738206B2|2013-05-02|2020-08-11|Melior Innovations, Inc.|Black ceramic additives, pigments, and formulations|
    FR3029855B1|2014-12-12|2016-12-16|Ifp Energies Now|POWERTRAIN FOR DRIVING A MOTOR VEHICLE WITH AN EPICYCLOIDAL TRIPLE TRAIN VARIATION TRANSMISSION DEVICE AND ESPECIALLY A POWER PLANT FOR A HYBRID VEHICLE.|
    US11014850B2|2017-10-25|2021-05-25|Melior Innovations, Inc.|SiOC ceramic and plastic additives for cements, concretes and structural decorative materials|
    法律状态:
    2016-07-29| PLFP| Fee payment|Year of fee payment: 2 |
    2017-01-27| PLSC| Publication of the preliminary search report|Effective date: 20170127 |
    2017-07-31| PLFP| Fee payment|Year of fee payment: 3 |
    2018-07-27| PLFP| Fee payment|Year of fee payment: 4 |
    2019-07-31| PLFP| Fee payment|Year of fee payment: 5 |
    2020-07-31| PLFP| Fee payment|Year of fee payment: 6 |
    2021-07-26| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1556854|2015-07-20|
    FR1556854A|FR3039243B1|2015-07-20|2015-07-20|HYBRID VEHICLE COMPRISING TORQUE BREAKING TO SINGLE PROPULSION MODE CHANGES|FR1556854A| FR3039243B1|2015-07-20|2015-07-20|HYBRID VEHICLE COMPRISING TORQUE BREAKING TO SINGLE PROPULSION MODE CHANGES|
    PCT/EP2016/067010| WO2017013049A1|2015-07-20|2016-07-18|Hybrid vehicle|
    US15/745,812| US20180201115A1|2015-07-20|2016-07-18|Hybrid vehicle|
    CN201680042206.8A| CN107848390A|2015-07-20|2016-07-18|Motor vehicle driven by mixed power|
    EP16742229.4A| EP3325300A1|2015-07-20|2016-07-18|Hybrid vehicle|
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