WO2009019580A2 - Four -wheel -drive vehicle with hybrid propulsion - Google Patents

Four -wheel -drive vehicle with hybrid propulsion Download PDF

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Publication number
WO2009019580A2
WO2009019580A2 PCT/IB2008/002074 IB2008002074W WO2009019580A2 WO 2009019580 A2 WO2009019580 A2 WO 2009019580A2 IB 2008002074 W IB2008002074 W IB 2008002074W WO 2009019580 A2 WO2009019580 A2 WO 2009019580A2
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WO
WIPO (PCT)
Prior art keywords
drive
gearchange
electrical machine
vehicle
wheels
Prior art date
Application number
PCT/IB2008/002074
Other languages
French (fr)
Other versions
WO2009019580A3 (en
Inventor
Mauro Rioli
Original Assignee
Ferrari S.P.A.
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 Ferrari S.P.A. filed Critical Ferrari S.P.A.
Publication of WO2009019580A2 publication Critical patent/WO2009019580A2/en
Publication of WO2009019580A3 publication Critical patent/WO2009019580A3/en

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    • 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 transmission gearings
    • B60K6/365—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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
    • 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
    • B60K6/445—Differential gearing distribution 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
    • B60K6/448—Electrical distribution 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/461—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/50—Drive Train control parameters related to clutches
    • B60L2240/507—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/28—Four wheel or all wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/145—Structure borne vibrations
    • 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
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a four-wheel-drive vehicle with hybrid propulsion.
  • the present invention finds advantageous application in an automobile, to which the ensuing treatment will make explicit reference without this implying any loss of generality.
  • a high-performance sports car has a rear drive and is provided with a self-locking differential in an attempt to maximize in any condition of the torque transmitted by the rear wheels to the road surface.
  • the rear drive with self-locking differential proves advantageous for a sporting driving style in optimal conditions of adherence (dry road) or in any case in not particularly poor conditions (wet road) ; however, said solution, in combination with a high torque and wide tyres leads to an extremely problematical and potentially dangerous drive when the conditions of adherence are poor (flooded or icy road) .
  • the permanent four-wheel drive enables a considerable improvement of the behaviour of the automobile in poor conditions of adherence, but presents the drawbacks of increasing, in each situation, the torque losses of the transmission system and of conferring upon the automobile a behaviour in optimal conditions of adherence that is not always appreciated by drivers.
  • the four-wheel drive that can be engaged enables the driver of the automobile to decide whether to use the rear drive or the four-wheel drive; in this way, the driver can use the rear drive in optimal conditions of adherence and can use the four- wheel drive in poor conditions of adherence.
  • the patent application No. US2003054910A1 describes a hybrid four-wheel-drive vehicle comprising an internal-combustion engine set in a rear position and provided with a gearchange that transfers the motion both to the rear driving wheels by means of a rear differential and to the front driving wheels by means of a front differential.
  • the gearchange transfers the motion to the front differential by means of a transmission shaft, a drive unit, and a further transmission shaft.
  • the drive unit comprises an epicyclic gear, which in turn comprises a first rotating element (planetary carrier) fixed with respect to the transmission shaft and to a stator of an electric motor, a second rotating element (ring gear) fixed with respect to the transmission shaft, and a third rotating element (sun wheel) fixed with respect to a rotor of the electric motor.
  • the patent No. US6549840B1 describes a hybrid four-wheel-drive vehicle comprising a main drive for transmitting the motion to the front driving wheels and a secondary drive for transmitting the motion to the rear driving wheels .
  • the main drive comprises an internal -combustion engine, a first reversible electrical machine, and an epicyclic gear having a first rotating element (sun wheel) fixed with respect to the engine shaft of the internal-combustion engine, a second rotating element (planetary carrier) fixed with respect to the rotor of the first reversible electrical machine, and a third rotating element (ring gear) , connected to a continuously variable transmission (CVT) , in turn connected to the front driving wheels.
  • the secondary drive comprises a second reversible electrical machine, connected to the rear driving wheels by means of a cascade of gears and a rear differential.
  • the aim of the present invention is to provide a four-wheel- drive vehicle with hybrid propulsion, said vehicle being free from the drawbacks described above, and being at the same time easy and inexpensive to produce.
  • a four-wheel-drive vehicle with hybrid propulsion is provided in accordance with what is claimed in the annexed claims .
  • Figure 1 illustrates a schematic plan view of a four- wheel-drive automobile with hybrid propulsion built in accordance with the present invention
  • Figure 2 illustrates a schematic plan view of a different four-wheel-drive automobile with hybrid propulsion
  • Figure 3 illustrates a schematic plan view of a further four-wheel-drive automobile with hybrid propulsion
  • Figure 4 illustrates a schematic plan view of a variant of the automobile of Figure 2;
  • Figure 5 illustrates a schematic plan view of a further variant of the automobile of Figure 2 ;
  • Figure 6 illustrates a schematic plan view of a rear- wheel-drive automobile with hybrid propulsion.
  • FIG 1 designated by the reference number 1 is an automobile provided with two front driving or driven wheels 2, set on one and the same axis, and two rear driving or driven wheels 3, set on one and the same axis.
  • the automobile 1 comprises an internal-combustion engine 4, which is set in a front position and is provided with a drive shaft 5, which in use is set in rotation.
  • the drive shaft 5 of the internal- combustion engine 4 transfers the motion to the rear wheels 3 by means of a transmission line 6, which originates from a rear drive of the drive shaft 5, and transfers the motion to the front wheels 2 by means of a transmission line 1, which originates from a front drive of the drive shaft 5 opposite to the rear drive .
  • the transmission line 6 comprises a dry or oil-bath clutch 8, which is housed in a bell that is fixed with respect to the internal-combustion engine 4 and is designed to connect the drive shaft 5 of the internal-combustion engine 4 to a rear transmission shaft 9 terminating in a mechanical gearchange 10 set on the rear axle; connected in cascaded fashion to the gearchange 10 is a self-locking rear differential 11, from which there depart a pair of axle shafts 12, each of which is fixed with respect to a rear driving wheel 3.
  • a primary shaft of the gearchange 10 is fixed with respect to the transmission shaft 9, whilst a secondary shaft of the gearchange 10 is coupled to the self-locking rear differential 11.
  • the transmission line 7 comprises a front transmission shaft 13, which is connected to a front differential 14, from which there depart a pair of axle shafts 15, each of which is fixed with respect to a front driving wheel 3.
  • the transmission line 7 comprises at least one battery 16 for storing electrical energy, a reversible electrical machine 17 (i.e., one that can function both as motor by absorbing electrical energy and generating mechanical work and as generator by absorbing mechanical work and generating electrical energy) driven by a drive 18, electrically connected to the battery 16, and a reversible electrical machine 19, driven by a drive 20, electrically connected to the battery 16.
  • a reversible electrical machine 17 i.e., one that can function both as motor by absorbing electrical energy and generating mechanical work and as generator by absorbing mechanical work and generating electrical energy
  • the transmission line 7 comprises an epicyclic gear 21, which comprises a rotating element 22, mechanically connected to the drive shaft 5, a rotating element 23, mechanically connected to the front differential 14 by means of the front transmission shaft 13, and a rotating element 24, mechanically connected to the reversible electrical machine 17.
  • the rotating element 22 of the epicyclic gear 21 is a sun wheel
  • the rotating element 23 of the epicyclic gear 21 is a planetary carrier carrying satellites
  • the rotating element 24 of the epicyclic gear 21 is a ring gear.
  • the rotating element 22 of the epicyclic gear 21, mechanically connected to the drive shaft 5 is a planetary carrier carrying satellites
  • the rotating element 23 of the epicyclic gear 21, mechanically connected to the front differential 14 is a sun wheel
  • the rotating element 24 of the epicyclic gear 21, mechanically connected to the reversible electrical machine 17 is a ring gear.
  • the rotating element 22 of the epicyclic gear 21, mechanically connected to the drive shaft 5 is a planetary carrier carrying satellites
  • the rotating element 23 of the epicyclic gear 21, mechanically connected to the front differential 14, is a ring gear
  • the rotating element 24 of the epicyclic gear 21, mechanically connected to the reversible electrical machine 17, is a sun wheel.
  • the reversible electrical machine 19 is mechanically connected to the front transmission shaft 13 and is thus mechanically connected both to the rotating element 23 of the epicyclic gear 21 and to the front differential 14.
  • the reversible electrical machine 19 is mechanically connected to the front transmission shaft 13 by means of a gear transmission 25, which has a gear 26, fitted to the front transmission shaft 13, and a gear 27, fitted to a shaft 28 of the reversible electrical machine 19.
  • the gear 27 has a diameter smaller than that of the gear 26 in such a way that the gear transmission 25 will have a transmission ratio that demultiplies the motion.
  • the front transmission shaft 13 also performs the function of shaft of the reversible electrical machine 19 and hence a rotor of the reversible electrical machine 19 is directly fitted to the transmission shaft 13.
  • the reversible electrical machine 17 is mechanically connected to the rotating element 23 of the epicyclic gear 21 by means of a gear transmission 29, which comprises a gear 30 that meshes with the rotating element 23 of the epicyclic gear 21 and is fitted to a shaft 31 of the reversible electrical machine 17.
  • the internal- combustion engine 4 is connected by means of the gearchange 10 to the rear wheels 3 and is connected by means of the epicyclic gear 21 to the front wheels 2.
  • the internal - combustion engine 4 is connected by means of the gearchange 10 to the front wheels 2 and is connected by means of the epicyclic gear 21 to the rear wheels 3.
  • the internal- combustion engine 4 and the clutch 8 are set in a front position, and the gearchange 10 is set on the rear axle.
  • the gearchange 10 is set in a front position.
  • the internal-combustion engine 4 is set in a central position, and the clutch 8 and the gearchange 10 are set on the rear axle.
  • the epicyclic gear 21 behaves as a power-split and in the case of redundancy of torque (power) to the rear axle (for example, in the case of skidding of the rear wheels 3 or in the case of opening of the clutch 8) divides symmetrically (i.e., fifty, fifty) the torque (power) in excess between the front wheels 2 and the reversible electrical machine 17.
  • the reversible electrical machine 17 By appropriately actuating the reversible electrical machine 17 (i.e., by causing the reversible electrical machine 17 to function as generator for absorbing mechanical power or as engine for supplying mechanical power) , it is possible to vary the distribution of the torque (power) between the front wheels 2 and the reversible electrical machine 17.
  • the epicyclic gear 21 carries out an adaptation of speed between the speed of rotation of the drive shaft 5 and the speed of rotation of the front wheels 2. In fact, it should be noted that the ratio between the speed of rotation of the drive shaft 5 and the speed of rotation of the front wheels 2
  • the transmission ratios of the two transmission lines 6 and 7 are sized in such a way that, when one of the gears of the gearchange 10 is engaged, the speed of rotation of the rotating element 22 of the epicyclic gear 21 is identical to the speed of rotation of the rotating element 23 of the epicyclic gear 21.
  • the front transmission line 7 does not envisage the reversible electrical machine 19.
  • the reversible electrical machine 19 functions as static brake and continues to keep the rotating element 23 of the epicyclic gear 21 stationary (alternatively, to keep the rotating element 23 of the epicyclic gear 21 stationary, the brakes of the front wheels 2 and/or of the rear wheels 3 could be used)
  • the reversible electrical machine 17 functions as motor to set in rotation the rotating element 24 of the epicyclic gear 21 and hence (given that the rotating element 23 of the epicyclic gear 21 is blocked) the rotating element 21 of the epicyclic gear 21 fixed with respect to the drive shaft 5, which is thus - S -
  • the four-wheel drive is engaged when desired, for example, when the rear wheels 3, which are normally driving wheels, lose grip.
  • the reversible electrical machines 17 and 19 can be used to carry out regenerative braking so as to obtain an electrical boost, or else for an exclusively electrical propulsion (obviously, for short stretches, the length of which depends upon the capacity of the battery 16) .
  • the gearchange 10 is a servo gearchange, i.e., it is structurally similar to a manual gearchange of a traditional type except for the fact that the clutch pedal and the lever for selection of the gears that can be actuated by the user are replaced by corresponding electrical or hydraulic servos.
  • An order for a change of gear can be generated manually, i.e., following upon a command imparted by the driver, or else automatically, i.e., independently of the driver's action.
  • the control unit of the transmission drives the servo associated to the clutch 8 for opening the clutch 8 so as to separate the primary shaft of the gearchange 10 mechanically from the drive shaft 5.
  • the control unit of the transmission acts on the control unit of the internal-combustion engine 4 so as to reduce temporarily, if necessary, the torque delivered by the internal-combustion engine 4 itself.
  • control unit of the transmission drives the servos associated to the gearchange 10 to disengage the gear that is currently engaged.
  • the control unit of the transmission drives the servos associated to the gearchange 10 for engagement the new gear.
  • the control unit of the transmission drives the servo associated to the clutch 8 for closing the clutch 8 so as to render angularly fixed with respect to one another the primary shaft of the gearchange 10 and the drive shaft 5.
  • the control unit of the transmission acts on the control unit of the internal-combustion engine 4 for restoring, if necessary, the torque supplied by the internal -combustion engine 4 itself.
  • Last- generation servo gearchanges currently available on the market that operate according to the modalities described above require a time generally ranging between 150 and 300 ms to perform a change of gear; the time effectively employed depends both upon the dynamic performance of the components of the gearchange 10 and upon the degree of comfort required. Consequently, the torque drop on the rear driving wheels 3 caused by a change of gear is clearly perceived by the occupants of the automobile 1, in so far as it results in a non-negligible discontinuity in the longitudinal acceleration of the automobile 1.
  • the torque drop on the rear driving wheels 3 caused by a change of gear is clearly perceptible by the occupants of the automobile 1 when the automobile 1 is accelerating, i.e., during gearing-up (i.e., change of gear from a lower gear to a higher gear) or else during gearing- down in acceleration (i.e., change of gear from a higher gear to a lower gear similar to the "kick-down" of a traditional automatic transmission) , in so far as, during acceleration of the automobile 1, the internal-combustion engine 4 is under load to accelerate the automobile 1 itself.
  • the transmission line 7 can be used for transmitting torque to the front wheels 2 so as to compensate, at least in part, for the drop in torque generated on the rear wheels 3 by opening the clutch 8.
  • the automobile 1 described above presents numerous advantages, in so far as it is simple and inexpensive to produce, presents small overall dimensions and adapts very well to the characteristics of a high-performance sports car.
  • FIG 2 designated by the number 1 is an automobile provided with two front driving or driven wheels 2 set on one and the same axis and two rear driving or driven wheels 3 set on one and the same axis.
  • the automobile 1 comprises an internal-combustion engine 4, which is set in a front position and is provided with a drive shaft 5, which in use is set in rotation.
  • the drive shaft 5 of the internal-combustion engine is set in a front position and is provided with a drive shaft 5, which in use is set in rotation.
  • the transmission line 6 comprises a dry or oil-bath clutch S, which is housed in a bell fixed with respect to the internal- combustion engine 4 and is designed to connect the drive shaft
  • a primary shaft of the gearchange 10 is fixed with respect to the transmission shaft 9, whilst a secondary shaft of the gearchange 10 is coupled to the self-locking rear differential 11.
  • the automobile comprises at least one battery 16 for storing electrical energy and a reversible electrical machine 32, which is fitted to the drive shaft 5 by means of a belt or gear transmission 33 and is driven by a drive 34, electrically connected to the battery 16.
  • the reversible electrical machine 32 could be coaxial to the drive shaft 5 and fitted directly to the drive shaft 5 itself without interposition of the transmission 33.
  • the transmission line 7 comprises a pair of reversible electrical machines 35, which are fitted to respective front axle shafts 15 fixed with respect to the front wheels 2 and are driven by respective drives 36, electrically connected to the battery 16.
  • the reversible electrical machines 35 could be integrated directly in the respective front wheels 2, or else a single reversible electrical machine 35 could be provided, connected to the front wheels 2 by means of a front differential.
  • FIG. 4 and 5 Illustrated in Figures 4 and 5 are two variants of the automobile 1 illustrated in Figure 1.
  • the mechanical gearchange 10 is set behind and underneath the differential 11 (and hence not in front of the differential 11 as illustrated in Figure 2) .
  • the clutch 8 is set on the rear axle (and hence not in a bell fixed with respect to the internal- combustion engine 4 as illustrated in Figure 2) .
  • the reversible electrical machine 32 is coaxial and fitted directly to the drive shaft 5 without the interposition of the transmission 33 and is set behind the internal-combustion engine 4, instead of being set in front of the internal-combustion engine 4 as illustrated in Figure 2.
  • the reversible electrical machine 32 is set on the rear axle and is preferably fitted to a primary shaft of the mechanical gearchange 10. Consequently, in the variant illustrated in Figure 4, the reversible electrical machine 32 is set downstream of the clutch 8.
  • the reversible electrical machine 32 could be set alongside a case of the mechanical gearchange 10 and fitted to the primary shaft of the mechanical gearchange 10 by means of a transmission similar to the belt or gear transmission 33 described above.
  • the reversible electrical machine 32 could be set in front of the case of the mechanical gearchange 10 and coaxially to the primary shaft of the mechanical gearchange 10 so as to be fitted directly to the primary shaft thereof.
  • the reversible electrical machine 32 could be set in front of the case of the mechanical gearchange 10 and fitted to the primary shaft of the mechanical gearchange 10 by means of a transmission similar to the belt or gear transmission 33 described above.
  • the reversible electrical machine 32 could be set within the case of the mechanical gearchange 10 and coaxialIy to the primary shaft of the mechanical gearchange 10 so as to be fitted directly to the primary shaft thereof .
  • FIG 6 designated by the number 1 is a hybrid-propulsion automobile with a rear-wheel drive (i.e., provided with two front wheels 2 that are always driven wheels and two rear wheels 3 that are always driving wheels) .
  • the automobile 1 illustrated in Figure 6 repeats exactly the mechanical arrangement of the automobile 1 illustrated in Figure 4 with elimination of the transmission line 7 (i.e., of the reversible electrical machines 35 and of the respective drives 36) . Further variants (not illustrated) of the automobile 1 illustrated in Figure 6 envisage repeating, once again with elimination of the transmission line 7, the mechanical arrangement of the automobiles 1 illustrated in Figures 2 and 5.
  • said machine 32 when the reversible electrical machine 32 is set in series (i.e., in front or behind) with respect to the internal-combustion engine 4, said machine 32 can be :
  • the reversible electrical machine 32 when the reversible electrical machine 32 is set in a parallel position (i.e., laterally, above, or below) with respect to the internal- combustion engine 4, the reversible electrical machine 32 itself can be:
  • FIG 3 designated by the reference number 1 is an automobile provided with two front driving or driven wheels 2 set on one and the same axis and two rear driving or driven wheels 3 set on one and the same axis .
  • the automobile 1 comprises an internal-combustion engine 4, which is set in a front position and is provided with a drive shaft 5, which in use is set in rotation.
  • the drive shaft 5 of the internal - combustion engine 4 transfers the motion to the rear wheels 3 by means of a transmission line 6, which originates from a rear drive of the drive shaft 5, and transfers the motion to the front wheels 2 by means of a transmission line 7, which originates from a front drive of the drive shaft 5 opposite to the rear drive .
  • the transmission line 6 comprises a dry or oil-bath clutch 8, which is housed in a bell fixed with respect to the internal- combustion engine 4 and is designed to connect the drive shaft 5 of the internal-combustion engine 4 to a rear transmission shaft 9 terminating in a mechanical gearchange 10 set on the rear axle.
  • a self-locking rear differential 11 Connected in cascaded fashion to the gearchange 10 is a self-locking rear differential 11, from which there depart a pair of axle shafts 12, each of which is fixed with respect to a rear driving wheel 3.
  • a primary shaft of the gearchange 10 is fixed with respect to the transmission shaft 9, whilst a secondary shaft of the gearchange 10 is coupled to the self-locking rear differential 11.
  • the transmission line 7 comprises at least one battery 16 for storing electrical energy, and a reversible electrical machine 37, which constitutes an electromagnetic joint and connects the drive shaft 5 to the front transmission shaft 13, which transfers the motion to the front wheels 2 by means of a front differential 14.
  • the reversible electrical machine 37 comprises an armature 38, which is fitted to the drive shaft 5 and is driven by a drive 39, electrically connected to the battery 16, and an inductor 40, which is magnetically coupled to the armature 38, is fitted to the front transmission shaft 13, and is driven by a drive 41, electrically connected to the battery 16.
  • the armature 38 is fitted to the front transmission shaft 13, and the inductor 40 is fitted to the drive shaft 5.
  • the reversible electrical machine 37 can also be used as electric motor for generating a further torque (electrical boost) to be applied to the front wheels 2 in the case of need.
  • the reversible electrical machine 37 can be used as generator to carry out regenerative braking (which acts on the front wheels 2, which discharge to the ground the majority of the braking torque) in the case of deceleration of the vehicle.
  • the reversible electrical machine 37 can be used to start the internal-combustion engine 4.
  • the automobile 1 it is necessary for the automobile 1 to be stationary and for the front brakes to be applied to determine blocking of the front wheels 2, hence of the front differential 14, of the front transmission shaft 13, and of the part of the reversible electrical machine 37 fixed with respect to the front transmission shaft 13.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Arrangement Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

A four-wheel -drive vehicle (1) with hybrid propulsion; the vehicle (1) is provided with: two first wheels (3) set on one and the same axis; two second wheels (2) set on one and the same axis; an internal -combustion engine (4) provided with a drive shaft (5); a first transmission line (6), which originates from a first drive of the drive shaft (5) of the engine, transfers the motion to the first wheels (3), and comprises a gearchange (10), and a first differential (11); and a second transmission line (7), which originates from a second drive of the drive shaft (5) opposite to the first drive, transfers the motion to the second wheels (2), and comprises a second differential (14); the second transmission line (7) is provided with an epicyclic gear (21), which comprises a first rotating element (22), mechanically connected to the drive shaft (5), a second rotating element (23), mechanically connected to the second differential (14), and a third rotating element (24), mechanically connected to a reversible electrical machine (17).

Description

"FOUR-WHEEL-DRIVE VEHICLE WITH HYBRID PROPULSION"
TECHNICAL FIELD
The present invention relates to a four-wheel-drive vehicle with hybrid propulsion.
The present invention finds advantageous application in an automobile, to which the ensuing treatment will make explicit reference without this implying any loss of generality.
BACKGROUND ART
Currently, a high-performance sports car has a rear drive and is provided with a self-locking differential in an attempt to maximize in any condition of the torque transmitted by the rear wheels to the road surface.
The rear drive with self-locking differential proves advantageous for a sporting driving style in optimal conditions of adherence (dry road) or in any case in not particularly poor conditions (wet road) ; however, said solution, in combination with a high torque and wide tyres leads to an extremely problematical and potentially dangerous drive when the conditions of adherence are poor (flooded or icy road) . To improve the drivability of a sports car in conditions of poor grip it has been proposed to use the permanent four-wheel drive or the four-wheel drive that can be engaged .
The permanent four-wheel drive enables a considerable improvement of the behaviour of the automobile in poor conditions of adherence, but presents the drawbacks of increasing, in each situation, the torque losses of the transmission system and of conferring upon the automobile a behaviour in optimal conditions of adherence that is not always appreciated by drivers. The four-wheel drive that can be engaged enables the driver of the automobile to decide whether to use the rear drive or the four-wheel drive; in this way, the driver can use the rear drive in optimal conditions of adherence and can use the four- wheel drive in poor conditions of adherence.
To obtain an automobile with the four-wheel-drive that can be engaged, it has been proposed to use a hybrid system of propulsion provided both with an internal -combustion engine and with at least one electric motor. However, the configurations so far proposed to obtain a hybrid four-wheel- drive vehicle are complex to produce, present large overall dimensions, and in general are not suited to the characteristics of a high-performance sports car.
The patent application No. US2005116680A1 describes a hybrid four-wheel-drive vehicle, in which two wheels are driven just by the internal -combustion engine and the other two wheels are driven just by the electric motor.
The patent application No. US2003054910A1 describes a hybrid four-wheel-drive vehicle comprising an internal-combustion engine set in a rear position and provided with a gearchange that transfers the motion both to the rear driving wheels by means of a rear differential and to the front driving wheels by means of a front differential. The gearchange transfers the motion to the front differential by means of a transmission shaft, a drive unit, and a further transmission shaft. The drive unit comprises an epicyclic gear, which in turn comprises a first rotating element (planetary carrier) fixed with respect to the transmission shaft and to a stator of an electric motor, a second rotating element (ring gear) fixed with respect to the transmission shaft, and a third rotating element (sun wheel) fixed with respect to a rotor of the electric motor. The patent application No. US2002061801Al describes a hybrid four-wheel-drive vehicle comprising an internal-combustion engine set in a front position, which transfers the motion to the front driving wheels, and an electric motor set in a rear position, which transfers the motion to the rear driving wheels .
The patent No. US6549840B1 describes a hybrid four-wheel-drive vehicle comprising a main drive for transmitting the motion to the front driving wheels and a secondary drive for transmitting the motion to the rear driving wheels . The main drive comprises an internal -combustion engine, a first reversible electrical machine, and an epicyclic gear having a first rotating element (sun wheel) fixed with respect to the engine shaft of the internal-combustion engine, a second rotating element (planetary carrier) fixed with respect to the rotor of the first reversible electrical machine, and a third rotating element (ring gear) , connected to a continuously variable transmission (CVT) , in turn connected to the front driving wheels. The secondary drive comprises a second reversible electrical machine, connected to the rear driving wheels by means of a cascade of gears and a rear differential.
DISCLOSURE OF INVENTION The aim of the present invention is to provide a four-wheel- drive vehicle with hybrid propulsion, said vehicle being free from the drawbacks described above, and being at the same time easy and inexpensive to produce.
According to the present invention, a four-wheel-drive vehicle with hybrid propulsion is provided in accordance with what is claimed in the annexed claims .
BRIEF DESCRIPTION OF THE DRAWINGS The present invention will now be described with reference to the annexed drawings, which illustrate a non-limiting example of embodiment thereof, and in which:
• Figure 1 illustrates a schematic plan view of a four- wheel-drive automobile with hybrid propulsion built in accordance with the present invention; • Figure 2 illustrates a schematic plan view of a different four-wheel-drive automobile with hybrid propulsion;
• Figure 3 illustrates a schematic plan view of a further four-wheel-drive automobile with hybrid propulsion;
• Figure 4 illustrates a schematic plan view of a variant of the automobile of Figure 2;
• Figure 5 illustrates a schematic plan view of a further variant of the automobile of Figure 2 ; and
• Figure 6 illustrates a schematic plan view of a rear- wheel-drive automobile with hybrid propulsion.
BEST MODES FOR CARRYING OUT THE INVENTION
In Figure 1, designated by the reference number 1 is an automobile provided with two front driving or driven wheels 2, set on one and the same axis, and two rear driving or driven wheels 3, set on one and the same axis. The automobile 1 comprises an internal-combustion engine 4, which is set in a front position and is provided with a drive shaft 5, which in use is set in rotation. The drive shaft 5 of the internal- combustion engine 4 transfers the motion to the rear wheels 3 by means of a transmission line 6, which originates from a rear drive of the drive shaft 5, and transfers the motion to the front wheels 2 by means of a transmission line 1, which originates from a front drive of the drive shaft 5 opposite to the rear drive .
The transmission line 6 comprises a dry or oil-bath clutch 8, which is housed in a bell that is fixed with respect to the internal-combustion engine 4 and is designed to connect the drive shaft 5 of the internal-combustion engine 4 to a rear transmission shaft 9 terminating in a mechanical gearchange 10 set on the rear axle; connected in cascaded fashion to the gearchange 10 is a self-locking rear differential 11, from which there depart a pair of axle shafts 12, each of which is fixed with respect to a rear driving wheel 3. In particular, a primary shaft of the gearchange 10 is fixed with respect to the transmission shaft 9, whilst a secondary shaft of the gearchange 10 is coupled to the self-locking rear differential 11.
The transmission line 7 comprises a front transmission shaft 13, which is connected to a front differential 14, from which there depart a pair of axle shafts 15, each of which is fixed with respect to a front driving wheel 3.
Furthermore, the transmission line 7 comprises at least one battery 16 for storing electrical energy, a reversible electrical machine 17 (i.e., one that can function both as motor by absorbing electrical energy and generating mechanical work and as generator by absorbing mechanical work and generating electrical energy) driven by a drive 18, electrically connected to the battery 16, and a reversible electrical machine 19, driven by a drive 20, electrically connected to the battery 16.
Finally, the transmission line 7 comprises an epicyclic gear 21, which comprises a rotating element 22, mechanically connected to the drive shaft 5, a rotating element 23, mechanically connected to the front differential 14 by means of the front transmission shaft 13, and a rotating element 24, mechanically connected to the reversible electrical machine 17.
In the embodiment illustrated in Figure 1, the rotating element 22 of the epicyclic gear 21 is a sun wheel, the rotating element 23 of the epicyclic gear 21 is a planetary carrier carrying satellites, and the rotating element 24 of the epicyclic gear 21 is a ring gear. According to a different embodiment (not illustrated) , the rotating element 22 of the epicyclic gear 21, mechanically connected to the drive shaft 5 is a planetary carrier carrying satellites, the rotating element 23 of the epicyclic gear 21, mechanically connected to the front differential 14 is a sun wheel, and the rotating element 24 of the epicyclic gear 21, mechanically connected to the reversible electrical machine 17 is a ring gear.
According to a preferred embodiment (not illustrated) , the rotating element 22 of the epicyclic gear 21, mechanically connected to the drive shaft 5, is a planetary carrier carrying satellites, the rotating element 23 of the epicyclic gear 21, mechanically connected to the front differential 14, is a ring gear, and the rotating element 24 of the epicyclic gear 21, mechanically connected to the reversible electrical machine 17, is a sun wheel.
The reversible electrical machine 19 is mechanically connected to the front transmission shaft 13 and is thus mechanically connected both to the rotating element 23 of the epicyclic gear 21 and to the front differential 14. In the embodiment illustrated in Figure 1, the reversible electrical machine 19 is mechanically connected to the front transmission shaft 13 by means of a gear transmission 25, which has a gear 26, fitted to the front transmission shaft 13, and a gear 27, fitted to a shaft 28 of the reversible electrical machine 19. Preferably, the gear 27 has a diameter smaller than that of the gear 26 in such a way that the gear transmission 25 will have a transmission ratio that demultiplies the motion. According to a different embodiment (not illustrated) , the front transmission shaft 13 also performs the function of shaft of the reversible electrical machine 19 and hence a rotor of the reversible electrical machine 19 is directly fitted to the transmission shaft 13. Also the reversible electrical machine 17 is mechanically connected to the rotating element 23 of the epicyclic gear 21 by means of a gear transmission 29, which comprises a gear 30 that meshes with the rotating element 23 of the epicyclic gear 21 and is fitted to a shaft 31 of the reversible electrical machine 17.
In the embodiment illustrated in Figure 1, the internal- combustion engine 4 is connected by means of the gearchange 10 to the rear wheels 3 and is connected by means of the epicyclic gear 21 to the front wheels 2. According to a different embodiment (not illustrated) , the internal - combustion engine 4 is connected by means of the gearchange 10 to the front wheels 2 and is connected by means of the epicyclic gear 21 to the rear wheels 3.
In the embodiment illustrated in Figure 1, the internal- combustion engine 4 and the clutch 8 are set in a front position, and the gearchange 10 is set on the rear axle. According to a different embodiment (not illustrated) , also the gearchange 10 is set in a front position. According to a further embodiment (not illustrated) , the internal-combustion engine 4 is set in a central position, and the clutch 8 and the gearchange 10 are set on the rear axle.
Normally, the epicyclic gear 21 behaves as a power-split and in the case of redundancy of torque (power) to the rear axle (for example, in the case of skidding of the rear wheels 3 or in the case of opening of the clutch 8) divides symmetrically (i.e., fifty, fifty) the torque (power) in excess between the front wheels 2 and the reversible electrical machine 17. By appropriately actuating the reversible electrical machine 17 (i.e., by causing the reversible electrical machine 17 to function as generator for absorbing mechanical power or as engine for supplying mechanical power) , it is possible to vary the distribution of the torque (power) between the front wheels 2 and the reversible electrical machine 17.
The epicyclic gear 21 carries out an adaptation of speed between the speed of rotation of the drive shaft 5 and the speed of rotation of the front wheels 2. In fact, it should be noted that the ratio between the speed of rotation of the drive shaft 5 and the speed of rotation of the front wheels 2
(which is rigidly linked to the speed of rotation of the rear wheels 3) can vary as a function of the gear engaged in the gearchange 10.
According to a preferred embodiment, the transmission ratios of the two transmission lines 6 and 7 are sized in such a way that, when one of the gears of the gearchange 10 is engaged, the speed of rotation of the rotating element 22 of the epicyclic gear 21 is identical to the speed of rotation of the rotating element 23 of the epicyclic gear 21.
According to a further embodiment (not illustrated) , the front transmission line 7 does not envisage the reversible electrical machine 19.
It should be noted that, using the two reversible electrical machines 17 and 19, it is possible to start the internal- combustion engine 4; in particular, to start the internal- combustion engine 4 the clutch 8 is opened, the reversible electrical machine 19 functions as static brake and continues to keep the rotating element 23 of the epicyclic gear 21 stationary (alternatively, to keep the rotating element 23 of the epicyclic gear 21 stationary, the brakes of the front wheels 2 and/or of the rear wheels 3 could be used) , and the reversible electrical machine 17 functions as motor to set in rotation the rotating element 24 of the epicyclic gear 21 and hence (given that the rotating element 23 of the epicyclic gear 21 is blocked) the rotating element 21 of the epicyclic gear 21 fixed with respect to the drive shaft 5, which is thus - S -
set in rotation.
From what has been described above, it emerges clearly that the four-wheel drive is engaged when desired, for example, when the rear wheels 3, which are normally driving wheels, lose grip. Furthermore, the reversible electrical machines 17 and 19 can be used to carry out regenerative braking so as to obtain an electrical boost, or else for an exclusively electrical propulsion (obviously, for short stretches, the length of which depends upon the capacity of the battery 16) .
According to a further embodiment, the gearchange 10 is a servo gearchange, i.e., it is structurally similar to a manual gearchange of a traditional type except for the fact that the clutch pedal and the lever for selection of the gears that can be actuated by the user are replaced by corresponding electrical or hydraulic servos.
An order for a change of gear can be generated manually, i.e., following upon a command imparted by the driver, or else automatically, i.e., independently of the driver's action. When the order to perform a change of gear is generated in the gearchange, the control unit of the transmission drives the servo associated to the clutch 8 for opening the clutch 8 so as to separate the primary shaft of the gearchange 10 mechanically from the drive shaft 5. Simultaneously, the control unit of the transmission acts on the control unit of the internal-combustion engine 4 so as to reduce temporarily, if necessary, the torque delivered by the internal-combustion engine 4 itself.
Once the control unit of the transmission has verified opening the clutch 8, it drives the servos associated to the gearchange 10 to disengage the gear that is currently engaged. When the control unit of the transmission has verified disengagement of the gear, it drives the servos associated to the gearchange 10 for engagement the new gear. Finally, when the control unit of the transmission has verified that the new gear has been engaged, it drives the servo associated to the clutch 8 for closing the clutch 8 so as to render angularly fixed with respect to one another the primary shaft of the gearchange 10 and the drive shaft 5. Simultaneously, the control unit of the transmission acts on the control unit of the internal-combustion engine 4 for restoring, if necessary, the torque supplied by the internal -combustion engine 4 itself.
It is evident that, as long as the clutch 8 is open, the drive shaft 5 is disconnected from the primary shaft of the gearchange 10 and hence from the rear driving wheels 3. Consequently, as long as the clutch 8 is open, the torque generated by the internal-combustion engine 4 is not transmitted to the rear driving wheels 3, or, in other words, there occurs a torque drop on the rear driving wheels 3. Last- generation servo gearchanges currently available on the market that operate according to the modalities described above require a time generally ranging between 150 and 300 ms to perform a change of gear; the time effectively employed depends both upon the dynamic performance of the components of the gearchange 10 and upon the degree of comfort required. Consequently, the torque drop on the rear driving wheels 3 caused by a change of gear is clearly perceived by the occupants of the automobile 1, in so far as it results in a non-negligible discontinuity in the longitudinal acceleration of the automobile 1.
It should be noted that the torque drop on the rear driving wheels 3 caused by a change of gear is clearly perceptible by the occupants of the automobile 1 when the automobile 1 is accelerating, i.e., during gearing-up (i.e., change of gear from a lower gear to a higher gear) or else during gearing- down in acceleration (i.e., change of gear from a higher gear to a lower gear similar to the "kick-down" of a traditional automatic transmission) , in so far as, during acceleration of the automobile 1, the internal-combustion engine 4 is under load to accelerate the automobile 1 itself. Instead, when the automobile 1 is slowing-down, i.e., during gearing-down in deceleration (change of gear from a higher gear to a lower gear) , the torque drop on the rear driving wheels 3 caused by a change 10 of gear is not normally perceived by the occupants of the automobile 1, in so far as the deceleration of the automobile 1 is substantially carried out by the braking system, and the internal-combustion engine 4 does not play an essential role in the dynamics of the automobile 1.
According to a possible embodiment, when performing a change of gear in the gearchange 10, i.e., as long as the clutch 8 remains open, the transmission line 7 can be used for transmitting torque to the front wheels 2 so as to compensate, at least in part, for the drop in torque generated on the rear wheels 3 by opening the clutch 8.
Obviously, to compensate, at least in part, for the torque drop that occurs on the rear wheels 3 as a result of opening of the clutch 8, it could be possible to activate simultaneously both of the reversible electrical machines 17 and 19.
The automobile 1 described above presents numerous advantages, in so far as it is simple and inexpensive to produce, presents small overall dimensions and adapts very well to the characteristics of a high-performance sports car.
In Figure 2, designated by the number 1 is an automobile provided with two front driving or driven wheels 2 set on one and the same axis and two rear driving or driven wheels 3 set on one and the same axis. The automobile 1 comprises an internal-combustion engine 4, which is set in a front position and is provided with a drive shaft 5, which in use is set in rotation. The drive shaft 5 of the internal-combustion engine
4 transfers the motion to the rear wheels 3 by means of a transmission line 6, which originates from a rear drive of the drive shaft 5, and transfers the motion to the front wheels 2 by means of a transmission line 7 mechanically independent of the internal-combustion engine 4.
The transmission line 6 comprises a dry or oil-bath clutch S, which is housed in a bell fixed with respect to the internal- combustion engine 4 and is designed to connect the drive shaft
5 of the internal-combustion engine 4 to a rear transmission shaft 9 terminating in a mechanical gearchange 10 set on the rear axle; connected in cascaded fashion to the gearchange 10 is a self-locking rear differential 11, from which there depart a pair of axle shafts 12, each of which is fixed with respect to a rear driving wheel 3. In particular, a primary shaft of the gearchange 10 is fixed with respect to the transmission shaft 9, whilst a secondary shaft of the gearchange 10 is coupled to the self-locking rear differential 11.
The automobile comprises at least one battery 16 for storing electrical energy and a reversible electrical machine 32, which is fitted to the drive shaft 5 by means of a belt or gear transmission 33 and is driven by a drive 34, electrically connected to the battery 16. According to a different embodiment, the reversible electrical machine 32 could be coaxial to the drive shaft 5 and fitted directly to the drive shaft 5 itself without interposition of the transmission 33. The transmission line 7 comprises a pair of reversible electrical machines 35, which are fitted to respective front axle shafts 15 fixed with respect to the front wheels 2 and are driven by respective drives 36, electrically connected to the battery 16. Alternatively, the reversible electrical machines 35 could be integrated directly in the respective front wheels 2, or else a single reversible electrical machine 35 could be provided, connected to the front wheels 2 by means of a front differential.
If two reversible electrical machines 35 are provided, these can:
• hang internally from the supporting structure of the front suspension with concentric meshing;
• hang internally from the supporting structure of the front suspension with external meshing;
• hang internally from the supporting structure of the front suspension with epicyclic gear to obtain coaxiality;
• hang internally from the supporting structure of the front suspension with direct-drive coaxial meshing;
• hang from the front cross member with concentric meshing;
• hang from the front cross member with external meshing;
• hang from the front cross member with epicyclic gear to obtain coaxiality; • hang from the front cross member with coaxial meshing in direct drive;
• hang from the front cross member but be set in a single housing;
• be integrated in the wheels coaxially to the hub; • be integrated in the wheels with epicyclic gear to obtain coaxiality; and
• be integrated in the wheels with concentric gear between the rotor and the rim.
If a single reversible electrical machine 35 is provided, this can:
• be set upstream of a differential and hang from the front cross member; and
• be set upstream of a differential and hang from the front part of the engine (with possibility of integration in a single housing with the reversible electrical machine 32) . Illustrated in Figures 4 and 5 are two variants of the automobile 1 illustrated in Figure 1. In the variants illustrated in Figures 4 and 5, the mechanical gearchange 10 is set behind and underneath the differential 11 (and hence not in front of the differential 11 as illustrated in Figure 2) . In addition, the clutch 8 is set on the rear axle (and hence not in a bell fixed with respect to the internal- combustion engine 4 as illustrated in Figure 2) .
In the variant illustrated in Figure 5, the reversible electrical machine 32 is coaxial and fitted directly to the drive shaft 5 without the interposition of the transmission 33 and is set behind the internal-combustion engine 4, instead of being set in front of the internal-combustion engine 4 as illustrated in Figure 2.
In the variant illustrated in Figure 4, the reversible electrical machine 32 is set on the rear axle and is preferably fitted to a primary shaft of the mechanical gearchange 10. Consequently, in the variant illustrated in Figure 4, the reversible electrical machine 32 is set downstream of the clutch 8. The reversible electrical machine 32 could be set alongside a case of the mechanical gearchange 10 and fitted to the primary shaft of the mechanical gearchange 10 by means of a transmission similar to the belt or gear transmission 33 described above. Alternatively, the reversible electrical machine 32 could be set in front of the case of the mechanical gearchange 10 and coaxially to the primary shaft of the mechanical gearchange 10 so as to be fitted directly to the primary shaft thereof. In a further alternative, the reversible electrical machine 32 could be set in front of the case of the mechanical gearchange 10 and fitted to the primary shaft of the mechanical gearchange 10 by means of a transmission similar to the belt or gear transmission 33 described above. Finally, the reversible electrical machine 32 could be set within the case of the mechanical gearchange 10 and coaxialIy to the primary shaft of the mechanical gearchange 10 so as to be fitted directly to the primary shaft thereof .
In Figure 6, designated by the number 1 is a hybrid-propulsion automobile with a rear-wheel drive (i.e., provided with two front wheels 2 that are always driven wheels and two rear wheels 3 that are always driving wheels) . The automobile 1 illustrated in Figure 6 repeats exactly the mechanical arrangement of the automobile 1 illustrated in Figure 4 with elimination of the transmission line 7 (i.e., of the reversible electrical machines 35 and of the respective drives 36) . Further variants (not illustrated) of the automobile 1 illustrated in Figure 6 envisage repeating, once again with elimination of the transmission line 7, the mechanical arrangement of the automobiles 1 illustrated in Figures 2 and 5.
Summarizing all the possible variants, when the reversible electrical machine 32 is set in series (i.e., in front or behind) with respect to the internal-combustion engine 4, said machine 32 can be :
• set in front of the internal-combustion engine 4 with concentric gear; • set in front of the internal-combustion engine 4 with external gear;
• set in front of the internal-combustion engine 4 with epicyclic gear to obtain coaxiality;
• set in front of the internal-combustion engine 4 coaxially to the drive shaft 5 in direct drive,-
• set behind the internal-combustion engine 4 with external meshing on a flywheel;
• set behind the internal-combustion engine 4 with epicyclic gear; • set behind the internal-combustion engine 4 coaxially to the drive shaft 5 in direct drive; • set behind the clutch 8 on the primary shaft of the gearchange 10 with coaxial meshing in direct drive;
• set behind the primary shaft of the gearchange 10 with coaxial meshing in direct drive; • set behind the primary shaft of the gearchange 10 with concentric gear,-
• set behind the primary shaft of the gearchange 10 with external gear; and
• set behind the primary shaft of the gearchange 10 with epicyclic gear to obtain coaxiality.
Summarizing all the possible variants, when the reversible electrical machine 32 is set in a parallel position (i.e., laterally, above, or below) with respect to the internal- combustion engine 4, the reversible electrical machine 32 itself can be:
• set on the right-hand side/left-hand side of the internal-combustion engine 4 with drive taken from the front part of the drive shaft 5 via belt/gears; • set on the right-hand side/left-hand side of the internal-combustion engine 4 with drive taken from the rear part of the drive shaft 5 (via belt/gears) ;
• set on the right-hand side/left-hand side of the internal -combustion engine 4 with drive taken from the drive shaft 5 (via gears) ;
• set in the middle of the V of the cylinder banks of the internal-combustion engine 4 with drive taken from the front part of the drive shaft 5 (via belt/gears) ;
• set in the middle of the V of the cylinder banks of the internal-combustion engine 4 with drive taken from the rear part of the drive shaft 5 (via belt/gears) ;
• set on the right-hand side/left-hand side of the gearchange 10 with drive taken from the primary shaft of the gearchange 10 downstream of the clutch 8 (via gears) ; • set on the right-hand side/left-hand side of the gearchange 10 with drive taken from the primary shaft of the gearchange 10 and downstream of the primary shaft of the gearchange 10 itself (via gears) ; and
• set on the left-hand side of the gearchange 10 with drive taken from the primary shaft of the gearchange 10 through the idle gear of the reverse (driven via gears) or else through the control gear of the oil pump of the gearchange 10.
In Figure 3, designated by the reference number 1 is an automobile provided with two front driving or driven wheels 2 set on one and the same axis and two rear driving or driven wheels 3 set on one and the same axis . The automobile 1 comprises an internal-combustion engine 4, which is set in a front position and is provided with a drive shaft 5, which in use is set in rotation. The drive shaft 5 of the internal - combustion engine 4 transfers the motion to the rear wheels 3 by means of a transmission line 6, which originates from a rear drive of the drive shaft 5, and transfers the motion to the front wheels 2 by means of a transmission line 7, which originates from a front drive of the drive shaft 5 opposite to the rear drive .
The transmission line 6 comprises a dry or oil-bath clutch 8, which is housed in a bell fixed with respect to the internal- combustion engine 4 and is designed to connect the drive shaft 5 of the internal-combustion engine 4 to a rear transmission shaft 9 terminating in a mechanical gearchange 10 set on the rear axle. Connected in cascaded fashion to the gearchange 10 is a self-locking rear differential 11, from which there depart a pair of axle shafts 12, each of which is fixed with respect to a rear driving wheel 3. In particular, a primary shaft of the gearchange 10 is fixed with respect to the transmission shaft 9, whilst a secondary shaft of the gearchange 10 is coupled to the self-locking rear differential 11. The transmission line 7 comprises at least one battery 16 for storing electrical energy, and a reversible electrical machine 37, which constitutes an electromagnetic joint and connects the drive shaft 5 to the front transmission shaft 13, which transfers the motion to the front wheels 2 by means of a front differential 14. The reversible electrical machine 37 comprises an armature 38, which is fitted to the drive shaft 5 and is driven by a drive 39, electrically connected to the battery 16, and an inductor 40, which is magnetically coupled to the armature 38, is fitted to the front transmission shaft 13, and is driven by a drive 41, electrically connected to the battery 16. According to a different embodiment, the armature 38 is fitted to the front transmission shaft 13, and the inductor 40 is fitted to the drive shaft 5.
In use, by appropriately exciting the armature 38 and/or the inductor 40, it is possible to transmit a torque from the drive shaft 5 to the front transmission shaft 13 and then to the normally driven front wheels 2. For short periods, the reversible electrical machine 37 can also be used as electric motor for generating a further torque (electrical boost) to be applied to the front wheels 2 in the case of need. Furthermore, the reversible electrical machine 37 can be used as generator to carry out regenerative braking (which acts on the front wheels 2, which discharge to the ground the majority of the braking torque) in the case of deceleration of the vehicle.
Finally, the reversible electrical machine 37 can be used to start the internal-combustion engine 4. In this case, it is necessary for the automobile 1 to be stationary and for the front brakes to be applied to determine blocking of the front wheels 2, hence of the front differential 14, of the front transmission shaft 13, and of the part of the reversible electrical machine 37 fixed with respect to the front transmission shaft 13.

Claims

C L A I M S
1) A four-wheel-drive vehicle (1) with hybrid propulsion; the vehicle (1) comprising: two first wheels (3) set on one and the same axis; two second wheels (2) set on one and the same axis; an internal-combustion engine (4) provided with a drive shaft
(5) ; a first transmission line (6) , which originates from a first drive of the drive shaft (5) , transfers the motion to the first wheels (3) , and comprises a gearchange (10) and a first differential (11) ; and a second transmission line (7) , which originates from a second drive of the drive shaft (5) opposite to the first drive, transfers the motion to the second wheels (2) , and comprises a second differential (14) ; the vehicle (1) being characterized in that the second transmission line (7) comprises: at least one battery (16) for storing electrical energy; a first reversible electrical machine (17) driven by a first drive (18) , electrically connected to the battery (16) ; and an epicyclic gear (21) , which comprises a first rotating element (22) , mechanically connected to the drive shaft (5) , a second rotating element (23) , mechanically connected to the second differential (14) , and a third rotating element (24) , mechanically connected to the first reversible electrical machine (17) .
2) The four-wheel-drive vehicle (1) according to Claim 1, wherein the first rotating element (22) of the epicyclic gear
(21) is a planetary carrier carrying satellites, the second rotating element (23) of the epicyclic gear (21) is a ring gear, and the third rotating element (24) of the epicyclic gear (21) is a sun wheel.
3) The four-wheel-drive vehicle (1) according to Claim 1 or Claim 2, wherein the second transmission line (7) comprises a second reversible electrical machine (19) , which is driven by a second drive (20) , electrically connected to the battery (16) , and is mechanically connected to the second rotating element (23) of the epicyclic gear (21) .
4) The four-wheel-drive vehicle (1) according to Claim 3, wherein: the second transmission line (7) comprises a second transmission shaft (13), which is fixed, on one side, with respect to the second rotating element (23) of the epicyclic gear (21) and, on the other side, to the second differential (14) ; the second reversible electrical machine (19) is mechanically connected to the second transmission shaft (13) .
5) The four-wheel-drive vehicle (1) according to Claim 4, wherein the second reversible electrical machine (19) is mechanically connected to the second transmission shaft (13) by means of a gear transmission (25) .
6) The four-wheel-drive vehicle (1) according to Claim 5, wherein the gear transmission (25) comprises a first gear (26) fitted to the second transmission shaft (13) and a second gear (27) fitted to a shaft of the second reversible electrical machine (19) .
7) The four-wheel-drive vehicle (1) according to Claim 4, wherein the second transmission shaft (13) also performs the function of shaft of the second reversible electrical machine
(19) , and a rotor of the second reversible electrical machine (19) is directly fitted to the second transmission shaft (13) .
8) The four-wheel-drive vehicle (1) according to any one of Claims 1 to 7, wherein the first wheels (3) are the rear wheels, the second wheels (2) are the front wheels, and the gearchange (10) is set on the rear axle. 9) The four-wheel-drive vehicle (1) according to Claim 8, wherein the internal-combustion engine (4) is set in a front position.
10) The four-wheel-drive vehicle (1) according to Claim 8, wherein: the internal-combustion engine (4) is set in a central position; the clutch (8) and the gearchange (10) are set on the rear axle .
11) The four-wheel-drive vehicle (1) according to any one of Claims 1 to 10, wherein: when the first reversible electrical machine (17) is turned off there is no transfer of torque from the internal-combustion engine (4) to the second wheels (2) ; and to effect a transfer of torque from the internal- combustion engine (4) to the second wheels (2) , the first reversible electrical machine (17) is activated.
12) The four-wheel -drive vehicle (1) according to Claim 11, wherein the epicyclic gear (21) behaves as a power- split and in the case of redundancy of torque to the drive shaft (5) divides the torque (power) in excess between the second differential (14) and the first reversible electrical machine (17) .
13) The four-wheel-drive vehicle (1) according to Claim 12, wherein by actuating the first reversible electrical machine
(17) distribution of the torque in excess generated to the drive shaft (5) is regulated between the second differential
(14) and the first reversible electrical machine (17) itself.
14) The four-wheel-drive vehicle (1) according to Claim 12 or Claim 13, wherein the transmission ratios of the two transmission lines (6, 7) are sized in such a way that, when one of the gears of the gearchange (10) is engaged, the speed of rotation of the first rotating element (22) of the epicyclic gear (21) is identical to the speed of rotation of the second rotating element (23) of the epicyclic gear (21) .
15) The four-wheel-drive vehicle (1) according to any one of Claims 1 to 14, wherein the gearchange (10) of the first transmission line (6) is a servo gearchange coupled to a clutch (8) / during a change of gear in the gearchange (10) of the first transmission line (6) , the second transmission line (7) is used for transmitting torque to the second wheels (2) so as to compensate, at least in part, for the torque drop generated on the first wheels (3) by opening the clutch (8) .
16) A vehicle (1) with hybrid propulsion; the vehicle (1) comprising: two rear wheels (3) set on one and the same axis; two front wheels (2) set on one and the same axis; an internal-combustion engine (4) provided with a drive shaft
(5); a first transmission line (6) , which originates from a drive of the drive shaft (5) , transfers the motion to the rear wheels (3) , and comprises a clutch (8) , a gearchange (10) , and a differential (11) ; at least one battery (16) for storing electrical energy; and a first reversible electrical machine (32) driven by a first drive (34) , electrically connected to the battery (16) ; the vehicle (1) being characterized in that the mechanical gearchange (10) is set on the rear axle.
17) The vehicle (1) according to Claim 16, and comprising a second transmission line (7) , which transfers the motion to the front wheels (2) , is mechanically independent of the internal-combustion engine (4) and comprises at least one second reversible electrical machine (35) driven by a second drive (36) , electrically connected to the battery (16) .
18) The vehicle (1) according to Claim 17, wherein the transmission line (7) comprises a pair of second reversible electrical machines (35) , which are fitted to respective front axle shafts (15) fixed with respect to the front wheels (2) and are driven by respective drives (36) , electrically connected to the battery (16) .
19) The vehicle (1) according to Claim 16, Claim 17 or Claim 18, wherein the first reversible electrical machine (32) is coaxial to a drive shaft (5) of the internal-combustion engine
(4) , is fitted directly to the drive shaft (5) itself, and is set behind the engine (4) .
20) The vehicle (1) according to Claim 16, Claim 17 or Claim 18, wherein the first reversible electrical machine (32) is set on the rear axle and is fitted to a primary shaft of the mechanical gearchange (10) .
21) The vehicle (1) according to Claim 20, wherein the first reversible electrical machine (32) is set alongside a case of the mechanical gearchange (10) and is fitted to the primary shaft of the mechanical gearchange (10) by means of a transmission.
22) The vehicle (1) according to Claim 20, wherein the first reversible electrical machine (32) is set in front of the case of the mechanical gearchange (10) and coaxially to the primary shaft of the mechanical gearchange (10) so as to be fitted directly to the primary shaft thereof.
23) The vehicle (1) according to Claim 20, wherein the first reversible electrical machine (32) is set in front of the case of the mechanical gearchange (10) and fitted to the primary shaft of the mechanical gearchange (10) by means of a transmission .
24) The vehicle (1) according to Claim 20, wherein the first reversible electrical machine (32) is set within the case of the mechanical gearchange (10) and coaxially to the primary shaft of the mechanical gearchange (10) so as to be fitted directly to the primary shaft thereof.
PCT/IB2008/002074 2007-08-07 2008-08-07 Four -wheel -drive vehicle with hybrid propulsion WO2009019580A2 (en)

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IT000573A ITBO20070573A1 (en) 2007-08-07 2007-08-07 INTEGRAL TRACTION VEHICLE WITH HYBRID PROPULSION
ITBO2007A000573 2007-08-07

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WO2009019580A3 WO2009019580A3 (en) 2010-03-18

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