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WO2011055050A1 - Multiple-ratio hybrid power train having two electrical machines - Google Patents

Multiple-ratio hybrid power train having two electrical machines Download PDF

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Publication number
WO2011055050A1
WO2011055050A1 PCT/FR2010/052188 FR2010052188W WO2011055050A1 WO 2011055050 A1 WO2011055050 A1 WO 2011055050A1 FR 2010052188 W FR2010052188 W FR 2010052188W WO 2011055050 A1 WO2011055050 A1 WO 2011055050A1
Authority
WO
WIPO (PCT)
Prior art keywords
output shaft
power train
input shaft
shaft
electric machine
Prior art date
Application number
PCT/FR2010/052188
Other languages
French (fr)
Inventor
Antoine Vignon
Original Assignee
Renault S.A.S.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Renault S.A.S. filed Critical Renault S.A.S.
Publication of WO2011055050A1 publication Critical patent/WO2011055050A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a hybrid powertrain multi-reports, comprising two electric machines and a heat engine.
  • a hybrid powertrain for a motor vehicle comprising a heat engine driving a first input shaft via an input clutch, a first electrical machine permanently driving a second shaft of the engine. coaxial input to the first and independent thereof, and an output shaft connected to the differential of the vehicle.
  • Hybrid powertrain transmission architectures typically combine a heat engine with an auxiliary electric machine that provides the vehicle with additional torque and power, which reduces fuel consumption and carbon dioxide emissions. These transmissions are different from the transmissions used for electric vehicles (without heat engine), which usually have a single gear, and take advantage of the possibility of the electric motor to turn very fast.
  • Publication WO 03/078188 discloses a particular type of hybrid powertrain comprising a heat engine which drives, via a coupling device, a first input shaft, a first electrical machine permanently coupled to a second coaxial input shaft to the first, and a second electric machine mounted on the flywheel of the engine.
  • the transmission connecting the three power sources to the wheels of the vehicle is remarkable in that the two coaxial, but independent, primary shafts each have a fixed toothing which meshes with two fixed teeth.
  • a common secondary shaft connected to the vehicle wheels via a differential.
  • the second electrical machine linked to the flywheel has the function of generating electric current, when it is driven by the engine.
  • the permanent connection between the first electric machine and the wheels, and the decoupling of the heat engine make it possible to obtain a first electrical mode in forward and reverse, and to adopt a strategy of energy recovery during slowdowns. vehicle.
  • This decoupling also makes it possible to recharge the accumulators of the vehicle during the driving in electric mode, or when the vehicle stops.
  • the first electric machine which is the main traction machine, must be highly dimensioned and can not be decoupled from the transmission in thermal mode. Furthermore, the engine suffers from having only one gear ratio.
  • the present invention aims to remedy the aforementioned drawbacks, so as to have the performance of an electric vehicle while associating an extended range function, by a better exploitation of the power of the engine.
  • the output shaft receives the movement of the first electrical machine and / or the engine through respective coupling means.
  • each input shaft carries at least one fixed toothing meshing with an idle gear of the output shaft, the latter carrying two independent coupling systems for the idle gears, which are driven respectively by the first electric machine and by the engine.
  • the input shaft associated with the heat engine carries two fixed teeth meshing with two secondary gears associated with one of the coupling systems, so as to have two separate ratios.
  • FIG. 1 to 4 illustrate the kinematic chain of the same proposed powertrain, in four distinct modes of operation.
  • the powertrain shown diagrammatically in FIGS. 1 to 4 essentially comprises a heat engine 1 driving a first input shaft 2 via an input clutch 3, a first electric machine 4, or main traction machine, permanently driving a second input shaft 6 coaxial with the first and independent thereof, and an output shaft 7 connected to the differential 8 of the vehicle, by a differential pinion gear 9.
  • the heat engine 1 and the main electric machine 4 are aligned, but they are not linked in rotation.
  • the first input shaft 2 carries two fixed toothing 11, 12.
  • the second input shaft 6 carries a single fixed toothing 13.
  • the output shaft 7 carries three idle gears 14, 16, 17, respectively connected to the three teeth fixed 11, 12, 13, input shafts.
  • the output shaft 7 carries two coupling systems, such as synchronization and interconnection systems.
  • the powertrain comprises a second electric machine, or auxiliary generator 21, permanently connected to the first shaft of input to the heat engine 1 by a pinion 22.
  • the second electric machine 21 drives an auxiliary shaft 23 meshing by its pinion gear 22 on a fixed toothing 12 of the first input shaft.
  • the first electric machine 4, or main machine of traction can be coupled to the output shaft 7 by the single coupling device 19, while the makeup generator 21 is permanently connected to the heat engine 1 by the gear 22, 12. Without leaving the frame of However, it is possible to make other arrangements, in particular to provide a second report on the second input shaft, as explained below.
  • the powertrain illustrated by the figures has at least four distinct modes of operation. Its first mode of operation, purely electric, is illustrated in Figure 1. This is in principle the main operating mode: the input clutch is open, and the power of the first electrical machine is transmitted to the shaft 7, and the differential 8 by closing the coupling system 19. In the embodiment shown in the figure, there is only one transmission ratio in this first mode. However, without departing from the scope of the invention, it is possible to provide a second gear by placing a second gear down on the second input shaft and a corresponding dual coupling system on the output shaft 7. This addition allows to dedicate to the take-off a short report, and to have a long report which increases, in the capacity of the electric machine, the maximum speed.
  • the second mode of operation is a second electrical mode, dedicated to high loads, in which the power of the second electric machine 21 is additionally supplied to the output shaft 7, closing the two systems coupling 18, 19.
  • the power of the second electric machine 21 is additionally supplied to the output shaft 7, closing the two systems coupling 18, 19.
  • the third mode of operation illustrated in FIG. 3 is reserved in principle for very high loads: it is a hybrid mode of operation in which the input clutch 3 is closed and the two coupling systems 18, 19 are also closed. In particular conditions (strong start slope with towed mass ...), it is possible to have through the heat engine, a contribution of torque by the same gear down 12, 16 as the electric machine 21
  • the combination of three sources of energy allows in particular to have a high performance at "take-off", within the limits of vehicle adhesion.
  • the fourth mode of operation described, illustrated in FIG. 4, is a thermal mode, suitable in particular for highway driving, which offers the vehicle extended range: the input clutch 3 and the coupling system 18 associated with the two gears secondary 14, 16 connected to the first input shaft 2 are closed.
  • the powertrain has two forward gears according to the secondary gear 14 or 16 (linked to the first input shaft) coupled with the output shaft 7.
  • the coupling system is indeed likely to bind in rotation to the output shaft 7 either of the two idle gears 14 or 16 (14 in Figure 4), placing the powertrain on two separate transmission ratios.
  • the generator 21 which is connected in rotation with the heat engine, recovers energy during braking: this "regenerative braking" participates in the recharging of the vehicle batteries.
  • the powertrain proposed by the invention whose preferred mode of operation is by destination, the pure electric mode, is capable of using the heat engine in different ways.
  • the electric motor can indeed be associated with the current generator (second electric machine) only to supply the main traction machine. It can also be, used a complement of power to the electric machine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Arrangement Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention relates to a motor vehicle hybrid power train comprising: a heat engine (1) that drives a first input shaft (2) by means of an input clutch (3); a first electrical machine (4) that permanently drives a second input shaft (6), coaxial to the first and independent of the latter; and an output shaft (7) that is linked to the differential (8) of the vehicle. The output shaft (7) can receive the movement of the electrical machine(s) (4) and/or the heat engine (1) via coupling means (18, 19).

Description

GROUPE MOTOPROPULSEUR HYBRIDE MULTIRAPPORTS A DEUX MACHINES  MULTIPURPOSE HYBRID POWER PACKAGE GROUP WITH TWO MACHINES
ELECTRIQUES  ELECTRICAL
La présente invention se rapporte à un groupe motopropulseur hybride multi-rapports , comportant deux machines électriques et un moteur thermique. The present invention relates to a hybrid powertrain multi-reports, comprising two electric machines and a heat engine.
Plus précisément, elle a pour objet un groupe motopropulseur hybride pour véhicule automobile comportant un moteur thermique entraînant un premier arbre d' entrée par l'intermédiaire d'un embrayage d'entrée, une première machine électrique entraînant de façon permanente un deuxième arbre d'entrée coaxial au premier et indépendant de celui-ci, et un arbre de sortie relié au différentiel du véhicule.  More specifically, it relates to a hybrid powertrain for a motor vehicle comprising a heat engine driving a first input shaft via an input clutch, a first electrical machine permanently driving a second shaft of the engine. coaxial input to the first and independent thereof, and an output shaft connected to the differential of the vehicle.
Les architectures de transmission des groupes motopropulseurs hybrides associent généralement à un moteur thermique une machine électrique d'appoint assurant au véhicule un apport complémentaire de couple et de puissance, qui permet de réduire la consommation de carburant et l'émission de gaz carbonique. Ces transmissions sont différentes des transmissions utilisées pour les véhicules électriques (sans moteur thermique) , qui ont généralement un seul rapport, et profitent de la possibilité du moteur électrique de tourner très vite.  Hybrid powertrain transmission architectures typically combine a heat engine with an auxiliary electric machine that provides the vehicle with additional torque and power, which reduces fuel consumption and carbon dioxide emissions. These transmissions are different from the transmissions used for electric vehicles (without heat engine), which usually have a single gear, and take advantage of the possibility of the electric motor to turn very fast.
Par la publication WO 03/078188, on connaît un groupe motopropulseur hybride de type particulier comportant un moteur thermique qui entraîne par l'intermédiaire d'un dispositif de couplage un premier arbre d'entrée, une première machine électrique accouplée en permanence à un deuxième arbre d'entrée coaxiale au premier, et une deuxième machine électrique montée sur le volant d' inertie du moteur thermique .  Publication WO 03/078188 discloses a particular type of hybrid powertrain comprising a heat engine which drives, via a coupling device, a first input shaft, a first electrical machine permanently coupled to a second coaxial input shaft to the first, and a second electric machine mounted on the flywheel of the engine.
La transmission reliant aux roues du véhicule ces trois sources de puissance est remarquable en ce que les deux arbres primaires coaxiaux, mais indépendants, présentent chacun une denture fixe qui engrène avec deux dentures fixes d'un arbre secondaire commun, relié aux roues du véhicule par l'intermédiaire d'un différentiel. The transmission connecting the three power sources to the wheels of the vehicle is remarkable in that the two coaxial, but independent, primary shafts each have a fixed toothing which meshes with two fixed teeth. a common secondary shaft connected to the vehicle wheels via a differential.
La deuxième machine électrique liée au volant d'inertie a pour fonction de générer du courant électrique, lorsqu'elle est entraînée par le moteur thermique. La liaison permanente entre la première machine électrique et les roues, et le découplage du moteur thermique, permettent d'obtenir un premier mode électrique en marche avant et en marche arrière, et d'adopter une stratégie de récupération d'énergie lors des ralentissements du véhicule. Ce découplage permet aussi de recharger les accumulateurs du véhicule pendant les roulages en mode électrique, ou à l'arrêt du véhicule.  The second electrical machine linked to the flywheel has the function of generating electric current, when it is driven by the engine. The permanent connection between the first electric machine and the wheels, and the decoupling of the heat engine, make it possible to obtain a first electrical mode in forward and reverse, and to adopt a strategy of energy recovery during slowdowns. vehicle. This decoupling also makes it possible to recharge the accumulators of the vehicle during the driving in electric mode, or when the vehicle stops.
Toutefois, la première machine électrique, qui est la machine principale de traction, doit être fortement dimensionnée et ne peut pas être découplée de la transmission en mode thermique. Par ailleurs, le moteur thermique souffre de n'avoir qu'un seul rapport de démultiplication.  However, the first electric machine, which is the main traction machine, must be highly dimensioned and can not be decoupled from the transmission in thermal mode. Furthermore, the engine suffers from having only one gear ratio.
La présente invention vise à remédier aux inconvénients précités, de manière à disposer des performances d'un véhicule électrique tout en associant une fonction d'autonomie étendue, par une meilleure exploitation de la puissance du moteur thermique.  The present invention aims to remedy the aforementioned drawbacks, so as to have the performance of an electric vehicle while associating an extended range function, by a better exploitation of the power of the engine.
Dans ce but, elle propose que l'arbre de sortie reçoive le mouvement de la première machine électrique et/ou du moteur thermique par l'intermédiaire de moyens de couplage respectifs .  For this purpose, it proposes that the output shaft receives the movement of the first electrical machine and / or the engine through respective coupling means.
Selon un mode de réalisation particulier, chaque arbre d'entrée porte au moins une denture fixe engrenant avec un pignon fou de l'arbre de sortie, ce dernier portant deux systèmes de couplage indépendants pour les pignons fous, qui sont entraînés respectivement par la première machine électrique et par le moteur thermique.  According to a particular embodiment, each input shaft carries at least one fixed toothing meshing with an idle gear of the output shaft, the latter carrying two independent coupling systems for the idle gears, which are driven respectively by the first electric machine and by the engine.
De préférence, l'arbre d'entrée associé au moteur thermique porte deux dentures fixes engrenant avec deux pignons secondaires associés à l'un des systèmes de couplage, de manière à disposer de deux rapports distincts. D'autres caractéristiques et avantages de la présente invention seront mieux compris à la lecture de la description suivante d'un mode de réalisation non limitatif de celle-ci, en se reportant aux dessins annexés, sur les quels : Preferably, the input shaft associated with the heat engine carries two fixed teeth meshing with two secondary gears associated with one of the coupling systems, so as to have two separate ratios. Other features and advantages of the present invention will be better understood on reading the following description of a nonlimiting embodiment thereof, with reference to the appended drawings, in which:
- les figures 1 à 4 illustrent la chaîne cinématique du même groupe motopropulseur proposé, dans quatre modes de fonctionnement distincts.  - Figures 1 to 4 illustrate the kinematic chain of the same proposed powertrain, in four distinct modes of operation.
Le groupe motopropulseur schématisé sur les figures 1 à 4 comporte essentiellement un moteur thermique 1 entraînant un premier arbre d'entrée 2 par un l'intermédiaire d'un embrayage d'entrée 3, une première machine électrique 4, ou machine principale de traction, entraînant de façon permanente un deuxième arbre d' entrée 6 coaxial au premier et indépendant de celui-ci, et un arbre de sortie 7 relié au différentiel 8 du véhicule, par un pignon d'attaque de différentiel 9. Le moteur thermique 1 et la machine électrique principale 4 sont donc alignés, mais ils ne sont pas liés en rotation. Le premier arbre d'entrée 2 porte deux dentures fixes 11, 12. Le deuxième arbre d'entrée 6 porte une seule denture fixe 13. L'arbre de sortie 7 porte trois pignons fous 14, 16, 17, liés respectivement aux trois dentures fixes 11, 12, 13, des arbres d'entrée. L'arbre de sortie 7 porte deux systèmes de couplage, tels que des systèmes de synchronisation et de crabotage. Le premier de ces systèmes 18 permet de lier en rotation à l'arbre de sortie 7, l'un ou l'autre des deux pignons fous 16, 17 entraînés par le premier arbre d'entrée 2, tandis que le deuxième 19 permet de lier en rotation à l'arbre de sortie 7 le pignon fou entraîné par le deuxième arbre d'entrée 6. Enfin, le groupe motopropulseur comporte une deuxième machine électrique, ou génératrice d'appoint 21, reliée de façon permanente au premier arbre d' entrée au moteur thermique 1 par un pignon 22. La deuxième machine électrique 21 entraîne un arbre auxiliaire 23 engrenant par son pignon de descente 22 sur une denture fixe 12 du premier arbre d'entrée. La première machine électrique 4, ou machine principale de traction peut être couplée à l'arbre de sortie 7 par le dispositif de couplage simple 19, tandis que la génératrice d'appoint 21 est reliée de façon permanente au moteur thermique 1 par l'engrenage 22, 12. Sans sortir du cadre d'invention, il est toutefois possible de réaliser d'autres dispositions, notamment de prévoir un deuxième rapport sur le deuxième arbre d'entrée, comme expliqué plus bas. The powertrain shown diagrammatically in FIGS. 1 to 4 essentially comprises a heat engine 1 driving a first input shaft 2 via an input clutch 3, a first electric machine 4, or main traction machine, permanently driving a second input shaft 6 coaxial with the first and independent thereof, and an output shaft 7 connected to the differential 8 of the vehicle, by a differential pinion gear 9. The heat engine 1 and the main electric machine 4 are aligned, but they are not linked in rotation. The first input shaft 2 carries two fixed toothing 11, 12. The second input shaft 6 carries a single fixed toothing 13. The output shaft 7 carries three idle gears 14, 16, 17, respectively connected to the three teeth fixed 11, 12, 13, input shafts. The output shaft 7 carries two coupling systems, such as synchronization and interconnection systems. The first of these systems 18 makes it possible to link in rotation with the output shaft 7, one or the other of the two idle gears 16, 17 driven by the first input shaft 2, while the second 19 makes it possible to link in rotation to the output shaft 7 the idle gear driven by the second input shaft 6. Finally, the powertrain comprises a second electric machine, or auxiliary generator 21, permanently connected to the first shaft of input to the heat engine 1 by a pinion 22. The second electric machine 21 drives an auxiliary shaft 23 meshing by its pinion gear 22 on a fixed toothing 12 of the first input shaft. The first electric machine 4, or main machine of traction can be coupled to the output shaft 7 by the single coupling device 19, while the makeup generator 21 is permanently connected to the heat engine 1 by the gear 22, 12. Without leaving the frame of However, it is possible to make other arrangements, in particular to provide a second report on the second input shaft, as explained below.
Le groupe motopropulseur illustré par les figures, dispose d'au moins quatre modes de fonctionnement distincts. Son premier mode de fonctionnement, purement électrique, est illustré par la figure 1. C'est en principe le mode de fonctionnement principal : l'embrayage d'entrée est ouvert, et la puissance de la première machine électrique est transmise à l'arbre de sortie 7, et au différentiel 8 en fermant le système de couplage 19. Dans l'exemple de réalisation illustré par la figure, il n'y a qu'un seul rapport de transmission dans ce premier mode. Toutefois, sans sortir du cadre de l'invention, on peut prévoir un deuxième rapport en plaçant une deuxième descente d'engrenage sur le deuxième arbre d'entrée et un système de couplage double correspondant sur l'arbre de sortie 7. Cet ajout permet de dédier au décollage un rapport court, et de disposer d'un rapport long qui augmente, dans la capacité de la machine électrique, la vitesse maximale.  The powertrain illustrated by the figures, has at least four distinct modes of operation. Its first mode of operation, purely electric, is illustrated in Figure 1. This is in principle the main operating mode: the input clutch is open, and the power of the first electrical machine is transmitted to the shaft 7, and the differential 8 by closing the coupling system 19. In the embodiment shown in the figure, there is only one transmission ratio in this first mode. However, without departing from the scope of the invention, it is possible to provide a second gear by placing a second gear down on the second input shaft and a corresponding dual coupling system on the output shaft 7. This addition allows to dedicate to the take-off a short report, and to have a long report which increases, in the capacity of the electric machine, the maximum speed.
Le deuxième mode de fonctionnement, illustré par la figure 2, est un deuxième mode électrique, dédié aux fortes charges, dans lequel la puissance de la deuxième machine électrique 21 est fournie en plus à l'arbre de sortie 7, en fermant les deux systèmes de couplage 18, 19. Dans des circonstances identifiées comme difficiles (décollage forte pente et/ou forte accélération) on dispose ainsi d'un appoint de couple en cumulant la puissance des deux machines électriques .  The second mode of operation, illustrated in FIG. 2, is a second electrical mode, dedicated to high loads, in which the power of the second electric machine 21 is additionally supplied to the output shaft 7, closing the two systems coupling 18, 19. In circumstances identified as difficult (takeoff steep slope and / or strong acceleration) there is thus a boost of torque by combining the power of the two electrical machines.
Le troisième mode de fonctionnement illustré par la figure 3 est réservé en principe aux très fortes charges : il s'agit d'un mode de fonctionnement hybride, dans lequel l'embrayage d'entrée 3 est fermé et les deux systèmes de couplage 18, 19 sont également fermés. Dans des conditions particulières (démarrage forte pente avec masse tractée ...) , il est possible de disposer grâce au moteur thermique, d'un apport de couple par la même descente d'engrenage 12, 16 que la machine électrique d'appoint 21. Le cumul de trois sources d'énergie permet notamment d'avoir une prestation de haut niveau au « décollage », dans les limites d'adhérence du véhicule . The third mode of operation illustrated in FIG. 3 is reserved in principle for very high loads: it is a hybrid mode of operation in which the input clutch 3 is closed and the two coupling systems 18, 19 are also closed. In particular conditions (strong start slope with towed mass ...), it is possible to have through the heat engine, a contribution of torque by the same gear down 12, 16 as the electric machine 21 The combination of three sources of energy allows in particular to have a high performance at "take-off", within the limits of vehicle adhesion.
Le quatrième mode de fonctionnement décrit, illustré par la figure 4, est un mode thermique, approprié notamment au roulage sur autoroute, qui offre au véhicule une autonomie étendue : l'embrayage d'entrée 3 et le système de couplage 18 associé aux deux pignons secondaires 14, 16 liés au premier arbre d'entrée 2 sont fermés. Dans ce mode, le groupe motopropulseur dispose de deux rapports de marche avant selon le pignon secondaire 14 ou 16 (lié au premier arbre d'entrée) couplé avec l'arbre de sortie 7. Le système de couplage est en effet susceptible de lier en rotation à l'arbre de sortie 7 l'un ou l'autre des deux pignons fous 14 ou 16 (14 sur la figure 4), plaçant le groupe motopropulseur sur deux rapports de transmission distincts. En mode thermique, la génératrice 21, qui est liée en rotation avec le moteur thermique, récupère de l'énergie lors du freinage : ce « freinage récupératif » participe à la recharge des batteries du véhicule.  The fourth mode of operation described, illustrated in FIG. 4, is a thermal mode, suitable in particular for highway driving, which offers the vehicle extended range: the input clutch 3 and the coupling system 18 associated with the two gears secondary 14, 16 connected to the first input shaft 2 are closed. In this mode, the powertrain has two forward gears according to the secondary gear 14 or 16 (linked to the first input shaft) coupled with the output shaft 7. The coupling system is indeed likely to bind in rotation to the output shaft 7 either of the two idle gears 14 or 16 (14 in Figure 4), placing the powertrain on two separate transmission ratios. In thermal mode, the generator 21, which is connected in rotation with the heat engine, recovers energy during braking: this "regenerative braking" participates in the recharging of the vehicle batteries.
En conclusion, le groupe motopropulseur proposé par l'invention, dont le mode de fonctionnement privilégié est par destination, le mode électrique pur, est capable d'utiliser le moteur thermique de différentes façons. Le moteur électrique peut en effet être associé à la génératrice de courant (deuxième machine électrique) uniquement pour alimenter la machine principale de traction. Il peut aussi être, utilisé un complément de puissance à la machine électrique .  In conclusion, the powertrain proposed by the invention, whose preferred mode of operation is by destination, the pure electric mode, is capable of using the heat engine in different ways. The electric motor can indeed be associated with the current generator (second electric machine) only to supply the main traction machine. It can also be, used a complement of power to the electric machine.

Claims

REVENDICATIONS
1. Groupe motopropulseur hybride pour véhicule automobile comportant un moteur thermique (1) entraînant un premier arbre d'entrée (2) par un l'intermédiaire d'un embrayage d'entrée (3), une première machine électrique (4) entraînant de façon permanente un deuxième arbre d'entrée (6) coaxial au premier et indépendant de celui-ci, et un arbre de sortie (7) relié au différentiel (8) du véhicule, caractérisé en ce l'arbre de sortie (7) peut recevoir le mouvement de la première machine électrique (4) et/ou du moteur thermique (1) par l'intermédiaire de moyens de couplage (18, 19) . 1. Hybrid power train for a motor vehicle comprising a heat engine (1) driving a first input shaft (2) through an input clutch (3), a first electric machine (4) driving permanently a second input shaft (6) coaxial with and independent of the first and an output shaft (7) connected to the differential (8) of the vehicle, characterized in that the output shaft (7) can receiving the movement of the first electric machine (4) and / or the heat engine (1) via coupling means (18, 19).
2. Groupe motopropulseur selon la revendication 1, caractérisé en ce que chaque arbre d'entrée (2, 6) porte au moins une denture fixe (11, 12, 13) engrenant avec un pignon fou (14, 16, 17) de l'arbre de sortie (7), ce dernier portant deux systèmes de couplage indépendants (18, 19) pour les pignons fous qui sont entraînés respectivement par la première machine électrique (4) et par le moteur thermique (1) ·  2. Power train according to claim 1, characterized in that each input shaft (2, 6) carries at least one fixed toothing (11, 12, 13) meshing with a pinion gear (14, 16, 17) of the output shaft (7), the latter carrying two independent coupling systems (18, 19) for the idle gears which are respectively driven by the first electric machine (4) and the heat engine (1) ·
3. Groupe motopropulseur selon la revendication 2, caractérisé en ce que l'arbre d'entrée (2) associé au moteur thermique porte deux dentures fixes (11, 12) engrenant avec deux pignons secondaires (14, 16) associés à l'un des systèmes de couplage (18), de manière à disposer de deux rapports distincts.  3. Powertrain according to claim 2, characterized in that the input shaft (2) associated with the engine has two fixed teeth (11, 12) meshing with two secondary gears (14, 16) associated with one coupling systems (18) so as to have two separate ratios.
4. Groupe motopropulseur selon la revendication 5, caractérisé en ce qu'il comporte une deuxième machine électrique (21) reliée de façon permanente au moteur thermique ( 1 ) .  4. Powertrain according to claim 5, characterized in that it comprises a second electrical machine (21) permanently connected to the engine (1).
5. Groupe motopropulseur selon la revendication 4, caractérisée en ce que la deuxième machine électrique (21) entraîne un arbre auxiliaire (23) engrenant par un pignon de descente (22) sur une denture fixe (12) du premier arbre d' entrée (2 ) . 5. Power train according to claim 4, characterized in that the second electric machine (21) drives an auxiliary shaft (23) meshing by a pinion gear (22) on a fixed toothing (12) of the first input shaft ( 2).
6. Groupe motopropulseur selon l'une des revendications précédentes, caractérisé en ce qu'il dispose d'un premier mode de fonctionnement purement électrique, dans lequel l'embrayage d'entrée (3) est ouvert, et la puissance de la première machine électrique (4) est transmise à l'arbre de sortie (7) en fermant un premier système de couplage (17) . 6. Powertrain according to one of the preceding claims, characterized in that it has a first purely electrical operating mode, wherein the input clutch (3) is open, and the power of the first machine electrical (4) is transmitted to the output shaft (7) by closing a first coupling system (17).
7. Groupe motopropulseur selon la revendication 6, caractérisé en ce qu'il dispose d'un deuxième mode de fonctionnement purement électrique dans lequel la puissance de la deuxième machine électrique (21) est fournie en plus à l'arbre de sortie (7) , en fermant les deux systèmes de couplage (17, 18 ) .  7. Power train according to claim 6, characterized in that it has a second purely electrical operating mode in which the power of the second electric machine (21) is additionally supplied to the output shaft (7). by closing the two coupling systems (17, 18).
8. Groupe motopropulseur selon l'une des revendications précédentes, caractérisé en ce qu'il dispose d'au moins un mode de fonctionnement hybride dans lequel l'embrayage d'entrée (3) est fermé et les deux systèmes de couplage (17, 18) sont fermés.  8. Powertrain according to one of the preceding claims, characterized in that it has at least one hybrid operating mode in which the input clutch (3) is closed and the two coupling systems (17, 18) are closed.
9. Groupe motopropulseur selon l'une des revendications précédentes, caractérisé en ce qu'il dispose d'un mode de fonctionnement thermique, dans lequel l'embrayage d'entrée (3) et le système de couplage (18) associé aux deux pignons secondaires (14, 16) liés au premier arbre d'entrée (2) sont fermés .  9. Power train according to one of the preceding claims, characterized in that it has a thermal operating mode, wherein the input clutch (3) and the coupling system (18) associated with the two gears secondary members (14, 16) connected to the first input shaft (2) are closed.
10. Groupe motopropulseur selon la revendication 9, caractérisé en ce qu'il dispose de deux rapports de marche avant selon le pignon secondaire lié au premier arbre d'entrée (2) qui est couplé à l'arbre de sortie (7) .  10. Power train according to claim 9, characterized in that it has two forward gears according to the secondary gear connected to the first input shaft (2) which is coupled to the output shaft (7).
PCT/FR2010/052188 2009-11-05 2010-10-15 Multiple-ratio hybrid power train having two electrical machines WO2011055050A1 (en)

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FR0957829 2009-11-05
FR0957829A FR2951995B1 (en) 2009-11-05 2009-11-05 MULTIPURPOSE HYBRID POWER UNIT FOR TWO ELECTRIC MACHINES

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