WO2014155263A1 - Groupe motopropulseur pour un véhicule hybride et procédé associé - Google Patents

Groupe motopropulseur pour un véhicule hybride et procédé associé Download PDF

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Publication number
WO2014155263A1
WO2014155263A1 PCT/IB2014/060075 IB2014060075W WO2014155263A1 WO 2014155263 A1 WO2014155263 A1 WO 2014155263A1 IB 2014060075 W IB2014060075 W IB 2014060075W WO 2014155263 A1 WO2014155263 A1 WO 2014155263A1
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WO
WIPO (PCT)
Prior art keywords
engine
shaft
input gear
powertrain
input
Prior art date
Application number
PCT/IB2014/060075
Other languages
English (en)
Inventor
Prasad Nair
Suresh ARIKAPUDI
Ilango PANNEERSELVAN
Satyanarayana Kalva VENKATA
Original Assignee
Tata Motors Limited
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Filing date
Publication date
Application filed by Tata Motors Limited filed Critical Tata Motors Limited
Publication of WO2014155263A1 publication Critical patent/WO2014155263A1/fr

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Classifications

    • 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
    • B60K6/26—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 motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units 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 driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units 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
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/60—Electric Machines, e.g. motors or generators
    • B60Y2400/607—Axial flux machines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present disclosure relates to transmission system in hybrid vehicles, In particular, embodiments of the present disclosure relates to clutch less transmission of hybrid vehicles.
  • vehicles or automobiles comprises of a powertrain consisting of three basic components i.e. power plant (engine), transmission and drive train of the vehicle.
  • the power generated from the power plant (engine) is transferred to the transmission and then to the drive shaft affixed to the wheels of the vehicle.
  • the transmission system consists of hydraulic actuators which operate at precise operating pressures and assists during gear engagement or disengagement. Upon conventional use, these hydraulic actuators gets heated up, and hence there is a necessity of a separate hydraulic cooling arrangement to be installed in the transmission for maintaining required operating conditions for the hydraulic actuator.
  • hybrid vehicles there are two separate power plants, one being a conventional internal combustion engine and the other being an electric motor.
  • the electric motor is powered by a series of batteries placed in the vehicle.
  • the batteries can be recharged by the internal combustion engine upon demand.
  • controlling and regulating the power from the power plants to achieve the desired vehicle occupant comfort in an efficient and cost effective manner becomes complicated.
  • two hydraulic actuators have to be installed for the two separate power plants, to synchronise and transfer power to the wheels.
  • This increases the space requirement for the vehicle and in turn increases the cost of the vehicle itself and brings in a change in the ergonomics of the vehicle.
  • the increased number of components adds weight to the vehicle, hampering the performance of the vehicle.
  • each of the power transmission assembly is connected to each of the input shafts of the power plants and consequently drives one output shaft so that each of the clutch and gears can be shifted and clutched independently. In this manner, uninterrupted power transfer is made possible along with high mechanical efficiency of transmission. This also significantly increases fuel economy of the vehicle.
  • a clutch assembly of this type is disclosed in US Patent application no. US2009000896.
  • the integrated starter generator and input clutch assembly for hybrid vehicles are disclosed in the document US2009000896.
  • the document comprises a first and second sources of rotary power along with first and second transmission input shafts.
  • a clutch hub is drivably connected to the first and second power sources.
  • a first and second clutches is secured to the clutch hub for alternately closing and opening a drive connection between the first and second transmission input shafts and clutch hub.
  • a radial flux machine is used in the hybrid vehicle to facilitate cranking of the engine.
  • hydraulically actuated clutch assembly is used which adds weight due to the addition of components in the transmission module. This hampers the performance of the vehicle due to added weight and also increases the cost of the hybrid vehicle.
  • a powertrain of a hybrid vehicle comprising an input gear mounted to an input shaft of an engine, wherein the engine is connected to an axial flux machine assembly.
  • a motor gear connected to a motor shaft of a traction motor and geared to the input gear.
  • the axial flux machine assembly comprises at least one rotor sandwiched in between two stators and coaxially coupled to flywheel, wherein the flywheel is mounted coaxially to the engine and the transmission module, such that one end of the flywheel is connected to crankshaft of the engine and other end of the flywheel is connected to a lay shaft of the transmission module and at least one damper connected in between the input shaft and the flywheel wherein the at least one damper dampens torsional vibrations generated during operation of the powertrain.
  • the flywheel is connected to the crankshaft using a coupler and a coupler bush to prevent axial movement of the flywheel.
  • an actuator upon receiving signals from an Electronic Control Unit operates the shifter sleeve to selectively engage the input gear.
  • the shifter sleeve upon selectively engaging with the input gear the power is transferred from engine to the lay shaft or from traction motor to the lay shaft or both.
  • the actuator is selected from group comprising electro-mechanical, hydraulic and pneumatic actuators.
  • a method of assembling a powertrain of a hybrid vehicle comprises acts of mounting an input gear to an input shaft of an engine wherein the engine is connected to an axial flux machine assembly. Connecting a motor gear to a drive shaft of a traction motor, wherein the motor gear is geared to the input gear. Gearing a lay shaft of a transmission module to the input gear and connecting coaxially a shifter sleeve to the input shaft, wherein upon actuation of the shifter sleeve by an actuator the shifter sleeve selectively engages with the input gear.
  • a method of operating a powertrain of a hybrid vehicle comprises acts of operating a shifter sleeve connected to an input shaft by an actuator, upon receiving signals from an electronic control unit (ECU), wherein the shifter sleeve selectively engages an input gear with the input bearing shaft to transfer power from engine to a lay shaft or from a traction motor to the lay shaft or both.
  • ECU electronice control unit
  • the shifter sleeve upon selectively engaging with the input gear operates the hybrid vehicle in battery mode, engine mode, series mode, parallel mode and regeneration mode.
  • Figure 1 illustrates powertrain of a hybrid vehicle of the present disclosure.
  • Figure 2 illustrates axial flux machine assembly with flywheel mounted coaxially to the crankshaft axis of the present disclosure.
  • Figure 3 illustrates sectional view of the powertrain of the hybrid vehicle of the present disclosure.
  • Figure 4 illustrates shafts layout within the transmission module of the present disclosure.
  • Figure 5 illustrates the shaft layout in the transmission when only traction motor is in operation of the present disclosure.
  • Figure 6 illustrates the cranking of the engine with the help of Integrated Starter Generator (ISG).
  • ISG Integrated Starter Generator
  • Figure 7 illustrates the shaft layout in the transmission module when only the engine is running to drive the wheels.
  • Figure 8 illustrates the shaft layout in the transmission module when both engine and traction motor is driving the wheels.
  • Figure 9 illustrates the shaft layout in the transmission module during series mode operation of the powertrain (100).
  • Figure 10 illustrates power flow when only traction motor is driving the wheels.
  • Figure 11 illustrates power flow when only Engine is running.
  • Figure 12 illustrates power flow when both engine and electric motor are driving the wheels.
  • Figure 13 illustrates power flow during series mode operation of the powertrain (100).
  • Figure 14 illustrates power flow during regeneration mode operation of the powertrain (100).
  • Figure 15 illustrates power flow during engine mode operation of the powertrain (100).
  • Figure 1 illustrates hybrid powertrain (100) having an engine (1) mounted to an axial flux machine assembly (101) (also known as integrated-started generator) and geared to an input gear (3) placed in-between the engine (1) and transmission module (9).
  • the engine bay consists of rotating and stationary components.
  • the battery pack (4) is connected to the traction motor controller (7) which receives and distributes the current and also helps in charging of the battery pack (4).
  • the traction motor (6) is connected to the motor shaft (29) which in-turn is connected to the input gear (3) via the motor gear (33).
  • the engine (1) is coupled coaxially to the axial flux machine assembly (101). Further, the engine (1) is coupled to the transmission module (9) by gearing a lay shaft (35) of the transmission module (9) to the input gear (3).
  • the traction motor (6) is also coupled to the transmission module (9) of the vehicle via gearing the motor gear (33) to the input gear (3).
  • An electro mechanical actuator (8) is provided which aids in switching to a variety of modes namely electric mode, parallel mode, series mode etc.
  • An engine management system (EMS) (10) controls the speed and torque delivered by the engine (1), when the engine (1) is involved in charging the battery pack (4) or when engine (1) is driving the vehicle or both.
  • FIG 2 illustrates axial flux machine assembly (101) mounting scheme with flywheel (15) mounted coaxial to the crankshaft axis (18).
  • flywheel (15) was bolted onto the engine (1).
  • the flywheel (15) is mounted coaxially to the crankshaft axis (18).
  • the flywheel (15) is mounted by the aid of coupler (23) and coupler bush (24) to allow rotary motion of the flywheel (15).
  • a crankshaft flange (25) is also coupled with the flywheel (15) to transfer torque from the crankshaft (2) of the engine (1) to the flywheel (15).
  • a damper (20) is used on the other end of the flywheel (15) to connect the input shaft (19).
  • Coupler (23) acts as an extension to the crankshaft (2) of the engine (1) along the axis of the crankshaft (18).
  • a resolver rotor (16) is assembled to the coupler (23) using a key.
  • other possibilities to mount the resolver rotor (16) can be bolting, gluing, etc.
  • An ISG rotor (22) is bolted to the crankshaft flange (25) sandwiching the coupler (23).
  • Resolver rotor (16) is assembled to the Coupler (23) while the Resolver stator (26) is assembled to the Stator holder plate (21).
  • the resolver wires are routed through the Stator holder plate (21) through the transmission module front half (27).
  • Resolver rotor (16) and resolver stator (26) is used to detect and convey the position of the ISG rotor (22) during different operations of the powertrain (100).
  • Flywheel (15) has a splined shaft to transmit the torque from the engine (1) received from the crankshaft flange (25), to the input shaft (19).
  • the flywheel (15) slides over the internal splines provided on the coupler (23) assembly, to facilitate easy arrangement of the flywheel (15) into the coupler (23) assembly.
  • Flywheel (15) is supported by the coupler bush (24) at one end of the spline and by the inner race of coupler (23) at the other end of the spline on the flywheel (15).
  • the coupler bush (24) restricts the axial movement of flywheel (15) in one direction, while the shim collar (17) restricts the other side along the crankshaft axis (18).
  • the entire parts are housed within a transaxle bell housing (11) on the side of an electric traction motor (6) side and an engine adapter (12) on the engine (1) side.
  • the axial flux machine assembly (101) also referred as Integrated Starter Generator (ISG).
  • ISG Integrated Starter Generator
  • the axial flux machine assembly (101) can be replaced with other types of electric machines.
  • Figure 3 illustrates cut sectional view of the hybrid electric power train (100) showing axial flux machine assembly (101) mounted to the engine (1) on one side and motor shaft (29) on the other side via motor gear (33).
  • the transmission front half (27) comprises of the flywheel (15) mounted to the coupler (23) (shown in figure 2) by way of coupler bush (24) (shown in figure 2) and an ISG rotor (22) mounted over the coupler (23) assembly.
  • the transmission rear half (28) has all the necessary parts which aid in transmitting the power from the electric traction motor (6) to the transmission module (9) for vehicle movement. Integration of the engine (1), axial flux machine assembly (101) and the traction motor (6) to transmission module (9) helps in transmission of power from either of the drivers through a single gearing system.
  • a shifting mechanism is also employed at the transmission rear half (28) which helps in shifting of the gears within the transmission module (9) whenever an actuator (8) is actuated for operations of only the traction motor (6) or engine (1) or both.
  • An actuator (8) is fixed to the shifter sleeve (30) and this shifter sleeve (30) is connected to the shifter rod (31) which facilitates in gear engagement or dis-engagement whenever the actuator (32) is actuated.
  • the actuator (8) can be an electromechanical actuator, hydraulic actuator or a pneumatic actuator.
  • Figure 4 illustrates shafts layout within the transmission module (9).
  • the motor shaft (29) has a motor gear (33) geared to an input gear (3).
  • the input gear (3) is mounted to the input shaft (19) through a bearing.
  • a shifter sleeve (30) and a shifter hub (37) are mounted on the input shaft (19), and are coaxially placed with the input gear (3).
  • a rolling element (34) is provided in-between the input shaft (19) and the input gear (3).
  • a lay shaft (35) is geared to the input gear (3) to transmit torque from the input gear (3) to the differential unit (36) and then to the wheels of the vehicle (shown in figure 1).
  • Figure 5 and 10 illustrates the shaft layout in the transmission module (9) and power flow when only traction motor (6) is operating.
  • Traction Motor (6) is connected to the motor shaft (29) through the splines provided in the motor shaft (29).
  • the motor shaft (29) and motor gear (33) are integrated together.
  • Differential Unit (36) is connected to the wheels using an Axle (not shown). Traction motor (6) is rotated to transmit the torque to the motor shaft (29) and the motor gear (33).
  • the actuator (8) is in the retracted position such that the shifter sleeve (30) and the synchro cone (40) are not engaged with the input gear (3).
  • FIG. 6 illustrates the cranking of the engine (1) with the help of axial flux machine assembly (101).
  • the control algorithm embedded in an electronic control unit (5) commands the axial flux machine assembly (101) to start the engine (1).
  • the electrical energy is converted to mechanical energy to crank the engine (1).
  • ISG stators (13 & 14) (shown in figure 2) are excited by passage of electric current from the battery pack (4) (not shown). Due to this excitation, the stators (13 & 14) induces magnetic field around the magnetic ISG rotor (22), thereby rotating the rotor (22). This torque generated by the rotor (22) (shown in figure 2) of the axial flux machine assembly (101) is transmitted to the crankshaft (2) through the coupler (23) thereby cranking the engine (1).
  • Figures 7 and 11 illustrates the shaft layout in the transmission module (9) when only the engine (1) (shown in figure 1) is running and power flow when only engine (1) is running. In this mode the actuator (8) (not shown) is kept activated and the traction motor (6) is kept off while the engine (1) is kept running.
  • this mode of operation is applicable only when the vehicle has already gained some speed, and not applicable to start the vehicle from a halt.
  • the electronic control unit (ECU) (5) commands the actuator (8) (shown in figure 3) to actuate the shifter sleeve (30) to engage input shaft (19) with input gear (3).
  • the speeds of the motor shaft (29) and input shaft (19) are measured by sensors.
  • the control algorithm embedded in an electronic control unit (5) synchronizes the speeds of the input shaft (19) such that its speed matches almost to that of the input gear (3).
  • the control algorithm commands the actuator (8) to move the shifter sleeve (30) through the shifter shaft (38), shifter rod (31), syncro cone (40) and shifter yoke (39) (shown in figure 3).
  • This achieves a clutch-less engagement of gears within the transmission module (9).
  • the spring ball arrangement in the shifter hub (37) locks itself with the shifter sleeve (30) by means of a spring ball mechanism. This way a positive locking is achieved between the shafts.
  • the torque from the lay shaft (35) of the transmission module (9) is transferred to the differential (36).
  • the axles (41) (shown in figure 1) then transfer the torque from the differential (36) to the wheels of the vehicle.
  • the rotor (22) of the axial flux machine assembly (101) linked to the flywheel (15) also rotates.
  • electrical energy is generated, which is then transferred to the battery (4) for charging.
  • the torque from the input gear (3) is also transferred to the traction motor (6) through motor gear (33), as the motor gear is geared to the input gear (3).
  • the traction motor (6) generates electrical energy, which is then transferred to the battery (4) for charging.
  • Figures 8 and 12 illustrate the shaft layout in the transmission module (9) when both engine (1) and traction motor (6) are running and power flow is from both engine (1) and traction motor (6).
  • the shifter sleeve (30) is actuated by the actuator (8) to engage input shaft (19) with the input gear (3).
  • the speeds of the motor shaft (29) and input shaft (19) are measured by sensors.
  • the control algorithm embedded in an electronic control unit (5) synchronizes the speeds of the input shaft (19) such that its speed matches almost to that of the input gear (3).
  • the control algorithm commands the actuator to move the shifter sleeve (30) through the shifter shaft (38), shifter rod (31), syncro cone (40) and shifter yoke (39).
  • This achieves a clutch-less engagement of gears within the transmission module (9).
  • the spring ball arrangement in the shifter hub (37) locks itself with the shifter sleeve (30) by means of a spring ball mechanism. This way a positive locking is achieved between the shafts. Torque from the traction motor (6) to the input gear (3) flows identical as in Pure Electric mode, while the Engine (1) is cranked by the axial flux machine assembly (101).
  • Torque is transmitted from the Engine (1) to the Input shaft (19) through crankshaft (2), coupler (23), flywheel (15), and damper (20). Further, all the torque i.e. torque from traction motor (6) and torque from the input shaft (19) is supplied to the input gear (3) and is amalgamated to a single torque for further transmission to the wheels through lay shaft (35) and differential unit (36).
  • Figures 9 and 13 illustrate the shaft layout in the transmission module (9) during series mode and power flow in series mode. In this mode the actuator (8) (shown in figure 3) is deactivated and the engine (1) is kept in running condition and simultaneously the traction motor (6) is also activated.
  • Torque from the engine (1) is transmitted to the ISG Rotor (22) (shown in figure 2) through the crankshaft (2) and coupler (23) (shown in figure 2).
  • the control algorithm embedded in an electronic control unit (5) commands the axial flux machine assembly (101) to generate and hence mechanical energy is converted to electrical energy to charge the battery (4).
  • Electrical energy from the battery (4) (shown in figure 1) & electrical energy generated by the axial flux machine assembly (101) support running of the traction motor (6).
  • the torque from the traction motor (6) is transferred to the wheels of the vehicle as transferred in pure electric mode.
  • Figure 14 illustrates power flow during regeneration mode operation of the powertrain (100).
  • the motor (6) converts the kinetic energy of the wheels into useful electrical energy for charging the battery (4) through the traction motor controller (7). This is achieved by transferring the torque of the lay shaft (35) linked to the running wheels, to the motor gear (33) through the input gear (3).
  • Figure 15 illustrates power flow during engine mode operation of the powertrain (100).
  • the engine (1) runs the axial flux machine assembly (101) and thereby induces electrical energy. This electrical energy is transferred to the battery (4), thereby charging it.
  • the actuator (8) (shown in figure 1 and 3) is disengaged there by no power is transferred from the engine (1) to the wheels.
  • the engine (1) only drives the axial flux machine assembly (101).
  • the axial flux machine assembly (101) generates electrical energy which is charges the battery (4).
  • the electrical energy stored in the battery (4) is transferred to the traction motor (6).
  • the traction motor (6) drives the vehicle.
  • ECU Electronic control unit

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

La présente invention concerne un groupe motopropulseur (100) d'un véhicule hybride comprenant un engrenage d'entrée (3) monté sur un arbre d'entrée (19) d'un moteur (1) par le biais d'un palier, ledit moteur (1) étant relié à un ensemble de machine (101) à flux axial. Un engrenage moteur (33) est relié à un arbre moteur électrique (29) d'un moteur de traction (6) et couplé à l'engrenage d'entrée (3). Un arbre intermédiaire (35) d'un module de transmission (9) est couplé à l'engrenage d'entrée (3) ainsi qu'à une unité différentielle (36) et un manchon d'embrayeur (30) est relié de manière coaxiale à l'arbre d'entrée (19), l'actionnement dudit manchon d'embrayeur (19) par un actionneur (8) entraînant le couplage sélectif du manchon d'embrayeur (30) avec l'engrenage d'entrée (3).
PCT/IB2014/060075 2013-03-28 2014-03-24 Groupe motopropulseur pour un véhicule hybride et procédé associé WO2014155263A1 (fr)

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IN1214/MUM/2013 2013-03-28
IN1214MU2013 IN2013MU01214A (fr) 2013-03-28 2014-03-24

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WO2014155263A1 true WO2014155263A1 (fr) 2014-10-02

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106808993A (zh) * 2017-01-23 2017-06-09 福建省汽车工业集团云度新能源汽车股份有限公司 一种基于amt的isg动力***
CN112158064A (zh) * 2020-09-04 2021-01-01 哈尔滨东安汽车发动机制造有限公司 一种集成驱动***的增程式混合动力***
US11524672B2 (en) 2018-09-26 2022-12-13 Elephant Racing, LLC Control techniques for controlling electric hybrid retrofitted vehicles

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20020189569A1 (en) * 2001-06-15 2002-12-19 Tae-Han Jee Apparatus for damping torsional vibrations
EP1876050A2 (fr) * 2006-07-04 2008-01-09 Honda Motor Co., Ltd Véhicule hybride
US20080156550A1 (en) * 2006-12-28 2008-07-03 Industrial Technology Research Institute Hybrid vehicle and hybrid power system
US20090000896A1 (en) 2007-06-29 2009-01-01 Knowles Shaun G Integrated starter generator and input clutch assembly for hybrid electric vehicle
WO2011015112A1 (fr) * 2009-08-03 2011-02-10 叶羽经 Groupe motopropulseur hybride avec moteur à disque
FR2973299A1 (fr) * 2011-04-01 2012-10-05 Renault Sa Transmission hybride pour vehicule automobile et procede de commande

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20020189569A1 (en) * 2001-06-15 2002-12-19 Tae-Han Jee Apparatus for damping torsional vibrations
EP1876050A2 (fr) * 2006-07-04 2008-01-09 Honda Motor Co., Ltd Véhicule hybride
US20080156550A1 (en) * 2006-12-28 2008-07-03 Industrial Technology Research Institute Hybrid vehicle and hybrid power system
US20090000896A1 (en) 2007-06-29 2009-01-01 Knowles Shaun G Integrated starter generator and input clutch assembly for hybrid electric vehicle
WO2011015112A1 (fr) * 2009-08-03 2011-02-10 叶羽经 Groupe motopropulseur hybride avec moteur à disque
FR2973299A1 (fr) * 2011-04-01 2012-10-05 Renault Sa Transmission hybride pour vehicule automobile et procede de commande

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106808993A (zh) * 2017-01-23 2017-06-09 福建省汽车工业集团云度新能源汽车股份有限公司 一种基于amt的isg动力***
US11524672B2 (en) 2018-09-26 2022-12-13 Elephant Racing, LLC Control techniques for controlling electric hybrid retrofitted vehicles
CN112158064A (zh) * 2020-09-04 2021-01-01 哈尔滨东安汽车发动机制造有限公司 一种集成驱动***的增程式混合动力***

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