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WO2008133805A2 - Transmission hybride hydraulique hydromécanique avec commande indépendante de couple aux roues - Google Patents

Transmission hybride hydraulique hydromécanique avec commande indépendante de couple aux roues Download PDF

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Publication number
WO2008133805A2
WO2008133805A2 PCT/US2008/004618 US2008004618W WO2008133805A2 WO 2008133805 A2 WO2008133805 A2 WO 2008133805A2 US 2008004618 W US2008004618 W US 2008004618W WO 2008133805 A2 WO2008133805 A2 WO 2008133805A2
Authority
WO
WIPO (PCT)
Prior art keywords
mechanical
output
coupled
hydraulic pump
prime mover
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/US2008/004618
Other languages
English (en)
Other versions
WO2008133805A3 (fr
Inventor
Perry Y. Li
Michael Olson
Kyle True
Charles Toy
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
University of Minnesota Twin Cities
University of Minnesota System
Original Assignee
University of Minnesota Twin Cities
University of Minnesota System
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 University of Minnesota Twin Cities, University of Minnesota System filed Critical University of Minnesota Twin Cities
Publication of WO2008133805A2 publication Critical patent/WO2008133805A2/fr
Publication of WO2008133805A3 publication Critical patent/WO2008133805A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/12—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable fluidic accumulator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type
    • F16H47/04—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/4078—Fluid exchange between hydrostatic circuits and external sources or consumers
    • F16H61/4096—Fluid exchange between hydrostatic circuits and external sources or consumers with pressure accumulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/4148—Open loop circuits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/46—Automatic regulation in accordance with output requirements
    • F16H61/468—Automatic regulation in accordance with output requirements for achieving a target input torque
    • 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
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0015—Disposition of motor in, or adjacent to, traction wheel the motor being hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/088—Power-split transmissions with summing differentials, with the input of the CVT connected or connectable to the input shaft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to drive trains. More specifically, the present invention relates to a hydro-mechanical hydraulic hybrid drive train.
  • a major component of global energy consumption is transportation, which currently consumes 4.8 billion barrels of crude oil per year.
  • passenger cars consume approximately 2 billion barrels of oil per year with a value of approximately 100 billion dollars, as of 2003.
  • This substantial fuel consumption is a motivation for the development of technologies that improve the efficiency of passenger cars.
  • One improvement that has recently developed in the automotive industry is the hybrid vehicle.
  • a hybrid vehicle contains two sources of power consisting of an internal combustion engine and a secondary power source that allows for energy storage. The energy storage is used during braking events and other drive train control strategies to minimize, or otherwise reduce, fuel consumption.
  • Two types of auxiliary power sources that have been found to be quite practical are: electric motors/generators combined with batteries and hydraulic pump/motors combined with hydraulic accumulators.
  • Electric hybrid vehicles have been the first hybrid technology to be mass produced for the commercial passenger market.
  • a strength of electric hybrids is the high-energy density of electric batteries, thereby allowing for large energy storage in relatively compact and light weight batteries.
  • One limitation of such electric hybrids is the relatively low power density of both electric motors/generators and batteries at approximately 100 to 300 W/kg. This limits acceleration and deceleration capability and the ability of the system to capture braking energy.
  • Switching the secondary hybrid power source from the electric source to a hydraulic source realizes benefits in multiple areas.
  • the power density of hydraulic pumps/motors and accumulators is very high at approximately 500-1000 W/kg.
  • hydraulic components are relatively inexpensive when compared with electrical components, such as advanced battery packs.
  • certain hybrid architectures allow for independent control of the torque at each wheel, which opens numerous possibilities for vehicle dynamics control.
  • Fourth, recent and developing technologies such as digital hydraulic valves and high-energy density accumulators are improving the future outlook of hydraulic hybrid vehicles.
  • One significant advantage of certain hydraulic hybrid drive train architectures is the leveraging of the intrinsically high power density of the hydraulic energy storage system through optimal engine management. Internal combustion engines create power most efficiently at relatively high power levels near the RPM of the peak torque output. Operating at other conditions decreases the energy conversion efficiency. An optimal energy management scheme runs the internal combustion near its peak efficiency, with a portion of the power being transferred to the wheels, while additional power is stored in hydraulic accumulators. Once the accumulator is charged to a desired state, the engine is shut off and power for vehicle propulsion is supplied by the accumulator.
  • a “parallel” system uses a traditional mechanical drive train with a hydraulic pump/motor inline between the transmission and the axle.
  • the mechanical transmission of the parallel system provides an efficient transfer of power from the engine to the wheels, yet the engine speed is determined by the vehicle speed and the available gear ratios, thereby preventing optimal engine management.
  • the majority of hybrid drive trains for large vehicles, such as buses, delivery vehicles and refuse trucks use a parallel drive train, which consists of a standard mechanical drive train with a hydraulic pump/motor unit inline with the transmission output. This allows energy storage and release, but does not create an infinitely variable transmission, forcing the engine operating speed to be dependent upon the vehicle speed.
  • a "series" hybrid system the engine is directly coupled to a hydraulic pump and the wheels are coupled to one or more pump/motors.
  • This purely hydraulic transmission allows optimal engine management yet creates a less efficient power transmission path than a mechanical transmission.
  • by placing a hydraulic pump/motor at each of the four wheels independent wheel torque control is possible in the series hybrid system.
  • the series drive train was demonstrated by the EPA in a UPS delivery vehicle.
  • the series hybrid system allows both energy storage and an infinitely variable speed ratio between the engine and the wheels.
  • the series hybrid suffers from lower drive train efficiency as all power is transmitted through the hydraulic circuit.
  • hydraulic hybrid drive train systems provide a number of advantages over electrical hybrid drive train systems, implementations thus far have achieved some of the advantages, but have also had some limitations.
  • Providing a hydraulic hybrid drive train that allows optimal engine management and independent wheel torque control would provide the benefits of the high power density of hydraulic pumps/motors without the limitations that have accompanied those benefits in the past.
  • Such a system would represent a significant improvement for vehicle drive trains, and potentially save significant energy costs through increased efficiency of such vehicles.
  • a hydro-mechanical hybrid drive train includes a prime mover that has an output.
  • a first hydraulic pump/motor unit is operably coupled to the output of the prime mover.
  • the first hydraulic pump/motor unit has a mechanical output.
  • a mechanical transmission has a plurality of gear ratios, an input shaft and a mechanical output.
  • the input shaft is coupled to the mechanical output of the first hydraulic pump/motor unit.
  • a first input of a planetary differential is mechanically coupled to the output of the transmission.
  • a second hydraulic pump/motor unit is coupled to a second input of the planetary differential.
  • At least one drive element is operably coupled to the mechanical output of the planetary differential.
  • a hydraulic accumulator is operably coupled to the first and second hydraulic pump/motor units.
  • FIG. 1 is a diagrammatic view of a hydro-mechanical drive train in accordance with an embodiment of the present invention.
  • FIG. 2 is a diagrammatic view a hydro-mechanical hybrid drive train in accordance with another embodiment of the present invention.
  • FIG. 3 is a diagrammatic view of a hydro-mechanical hybrid drive train in accordance with another embodiment of the present invention.
  • FIG. 4 is a flow diagram of a method of operating a hydro- mechanical hybrid drive train in accordance with an embodiment of the present invention.
  • Embodiments of the present invention generally provide a high efficiency drive train that is capable of an infinitely variable speed ratio between the prime mover and the output as well as regeneration. While embodiments of the present invention will generally be described with respect to a wheeled vehicle, embodiments of the present invention are also applicable to many other power transmission applications.
  • Drive trains in accordance with various embodiments of the present invention generally include a prime mover, typically an internal combustion engine, which is mechanically coupled, through a clutch, to both a variable displacement hydraulic pump/motor unit and the input shaft of a finite geared mechanical transmission.
  • the output of the mechanical transmission is provided as an input to a planetary differential.
  • the second input to the planetary differential is a separate hydraulic pump/motor unit.
  • the output of the planetary differential is coupled to the final drive, the wheels in the case of a wheeled vehicle.
  • the two hydraulic pump/motor units are both hydraulically coupled to an accumulator, which stores and releases hydraulic energy, as required.
  • FIG. 1 is a diagrammatic view of a hydro-mechanical drive train in accordance with an embodiment of the present invention. Double lines represent a mechanical shaft coupling two elements together, while single lines represent hydraulic coupling.
  • Drive train 100 operates by setting the angular velocity and torque of the prime mover, illustrated diagrammatically as an internal combustion engine 102, to relatively fixed values and splitting the power through a high efficiency mechanical circuit and a speed-variable hydraulic circuit. As illustrated in FIG. 1, drive train 100 includes prime mover 102, which is illustrated as an internal combustion engine. Prime mover 102 is coupled, via shaft 104, to clutch 106 which allows an operator or driver to selectively engage drive train 100. Clutch 106 is coupled, via shaft 108, to variable displacement hydraulic pump/motor unit 110.
  • Pump/motor unit 110 is coupled, via shaft 112, to mechanical transmission 114.
  • Mechanical transmission 114 is any drive arrangement that includes an input shaft, and provides an output shaft and allows a plurality of ratios between the input and the output. While it is preferred that transmission 114 be a finite geared transmission, embodiments of the present invention can be practiced with continuously variable transmissions (CVT) as well.
  • the output of transmission 114 is coupled, via shaft 116, to planetary gear 118.
  • the output of planetary gear 118 is coupled to axle differential 120 which provides a pair of output shafts 122, 124 that are coupled to wheels 126, or other suitable drive elements.
  • Pump/motor 110 is fluidically coupled to hydraulic fluid reservoir 128.
  • pump/motor 130 is fluidically coupled to reservoir 132.
  • Pump/motor 110 functions as a pump when more mechanical energy is input from shaft 108 than provided on output 112.
  • the fluid pumped by pump 110 during such periods is stored, or otherwise maintained, in high pressure accumulator 134.
  • high pressure accumulator 134 can supply fluid pressure to pump/motors 110, 130 which then function as a hydraulic motors generating mechanical energy from the stored fluid pressure in high pressure accumulator 134.
  • axle differential 120 providing an input to planetary gear 118, which drives pump/motor 130 and/or pump/motor 110, and pumps hydraulic fluid from reservoir 132, 128 into high pressure accumulator 134.
  • FIG. 2 is a diagrammatic view of a hydro-mechanical hybrid drive train in accordance with another embodiment of the present invention.
  • the embodiment illustrated in FIG. 2 provides the added feature of independent torque control for each wheel.
  • drive train 200 bears some similarities to drive train 100, and like components are numbered similarly.
  • Drive train 200 still includes a prime mover 102 mechanically coupled to a hydraulic pump/motor unit 110. Additionally, pump/motor unit 110 is coupled to transmission 114 via shaft 112.
  • Drive train 200 differs from drive train 100 in that the output of the mechanical transmission is split into two, or optionally four, separate shafts, based on whether the vehicle is a two or four wheel drive, respectively.
  • system 200 includes right-angle gear set 220 in place of axle differential 120.
  • Each of shafts 122, 124 is provided as the input to respective planetary differentials 204, 202.
  • the other input to each planetary differential 202, 204 is a small hydraulic pump/motor unit 206, 208, respectively.
  • the outputs of planetary differentials 202, 204 drive wheels 126.
  • variable displacement pump/motors for each wheel 126 is the provision of independent torque control of each wheel.
  • This independent torque control can be utilized in a variety of vehicle stability schemes such as traction control, stability control, rollover prevention, and anti-lock braking. When taken to the extreme, this development even allows "skid-steering" of the vehicle by rotating the wheels forward on one side of the vehicle and backward on the other side of the vehicle, allowing rotation of the vehicle without longitudinal movement.
  • FIG. 3 is a diagrammatic view of a hydro-mechanical hybrid drive train in accordance with another embodiment of the present invention.
  • System 300 includes many components that are similar to system 200 illustrated with respect to FIG. 2, and like components are numbered similarly.
  • the primary difference between system 200 and 300 is that system 300 includes a mechanical torque splitter, or transfer case 302 that is mechanically interposed between the output shaft of mechanical transmission 114 and right angle gear set 220.
  • Splitter 302 provides, as an output, shaft 304 that is mechanically coupled to auxiliary right-angle gear set 306.
  • Gear set 306 provides a pair of output shafts 308, 310 that are provided as inputs to planetary differentials 312, 314, respectively.
  • Outputs of planetary differentials 312, 314 are provided to wheels 126, or other suitable drive elements, as may be desired. While splitter 302 is illustrated diagrammatically as providing two output shafts at right angles to one another, those skilled in the art will recognize that commercially available splitters such as four-wheel drive transfer cases, or all-wheel drive transfer cases provide the output shafts to be lined parallel with one another. However, the illustration of FIG. 3 is provided at right angles for clarity.
  • Each of planetary differentials 312, 314 is coupled to a respective pump/motor unit 316, 318, respectively.
  • Each pump/motor unit 316, 318 is coupled, along with pump/motor units 206, 208 to high pressure accumulator 134.
  • the potential energy stored within high pressure accumulator 134 can be individually delivered, in specific ratios, to the various wheels.
  • pump/motor units 206 and 318 are controlled to drive their respective wheels 126 forward, while pump/motor units 208 and 316 are controlled to drive their respective wheels backward, the vehicle will rotate without generating any appreciable longitudinal displacement.
  • FIG. 4 is a flow diagram of a method of operating a hydro- mechanical hybrid drive train in accordance with an embodiment of the present invention.
  • Method 400 begins at block 402 where the prime mover is started.
  • the hydraulic system is maintained with enough energy to start the prime mover using stored hydraulic, such as using a hydraulic starter pump.
  • embodiments of the present invention can be practiced with a conventional electric started motor.
  • Method 400 continues at block 404 where the angular velocity (RPM) is set to a selected velocity (e.g. 4000 RPMs). While it is generally preferable to set the velocity of the prime mover to the most efficient velocity of the prime mover, embodiments of the present invention also include setting the velocity to a different setting to increase the overall efficiency of the prime mover/drive system.
  • RPM angular velocity
  • the clutch is released to couple the prime mover to a hydraulic pump/motor, such as pump motor 110 (shown in FIG. 1).
  • a hydraulic pump/motor such as pump motor 110 (shown in FIG. 1).
  • method 400 continues at block 408 where a fraction of the torque from the prime mover (preferably greater than 50%) is provided to a mechanical transmission, while the remainder of the torque from the prime mover powers the hydraulic pump.
  • the torque from the mechanical transmission is provided to one or more drive elements, such as wheels 126.
  • substantially all work done by the hydraulic pump/motor unit is stored in a hydraulic accumulator.
  • the method checks to see if the charge level of the hydraulic accumulator is at or above a "charged” threshold. If the charge level is not above the “charged” threshold, control returns to block 412 and the method keeps charging the accumulator and checking the charge level until the "charged” threshold is reached. Once the charged threshold is reached, control passes to block 416 where the prime mover is de-clutched and shut down. Then, at block 418, the mechanical transmission is driven by the hydraulic pump/motor using energy stored in the accumulator. At block 420, the charge level of the accumulator is checked to see if it is at or below a selected "discharged" level. If the discharged level is reached, control returns to block 402 where the prime mover is started.
  • discharged level is a level that is set to cause the prime mover to restart, and need not actually be a state where the accumulator contains no stored energy.
  • Various embodiments of the present invention are applicable to a wide variety of power transmission applications. Embodiments are especially well suited to applications requiring an infinitely variable speed ratio and/or energy storage for cycling the prime mover or regeneration. Possible applications include wheeled vehicles, marine propulsion, wind generation, industrial machinery and many others.
  • the hybrid passenger cars that are commercially available today are electric hybrids that store energy and batteries and use electric motor/generator units for auxiliary propulsion.
  • Embodiments of the present invention generally provide a hydro-mechanical hydraulic hybrid system.
  • Embodiments of the present invention are believed to be superior to the parallel hydraulic drive train because of the infinite variability in the speed ratio of the prime mover and the load. This allows the engine to operate at the most efficient angular velocity and can generate torque independent of the wheel speed, hi addition, embodiments of the present invention enable vehicle stability control through independent control of the torque at each wheel.
  • Embodiments of the present invention are believed to be superior to the series hydraulic drive train because of the higher power conversion efficiency. Because embodiments of the present invention are capable of transmitting the majority of the power through the mechanical circuit (transmission 114) the inherent inefficiencies of hydraulics do not create as great an effect on overall efficiency. In addition, the mechanical transmission allows the hydraulic pump/motor units to operate across a smaller torque range allowing them to be smaller and improving their efficiency.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Control Of Fluid Gearings (AREA)

Abstract

L'invention propose une transmission hybride hydromécanique (100; 200; 300). La transmission comprend un moteur principal (102) ayant une sortie (104). Une première unité de pompe-moteur hydraulique (110) est couplée en fonctionnement à la sortie (104) du moteur principal (102). La première unité de pompe-moteur hydraulique (110) a une sortie mécanique (112). Une transmission mécanique (114) présente une pluralité de rapports d'engrenage, un arbre d'entrée et une sortie mécanique (116). L'arbre d'entrée est couplé à la sortie mécanique (112) de la première unité pompe-moteur hydraulique (110). Un différentiel à train planétaire (118) est couplé mécaniquement à la sortie (116) de la transmission (114) et fournit des première et seconde sorties mécaniques. Une seconde unité de pompe-moteur hydraulique (130) est couplée à la première sortie mécanique du différentiel à train planétaire (118). Au moins un élément d'entraînement (126) est couplé en fonctionnement à la seconde sortie mécanique du différentiel à train planétaire (118). Un accumulateur hydraulique (134) est couplé en fonctionnement aux première et seconde unités de pompe-moteur hydraulique (110, 130).
PCT/US2008/004618 2007-04-10 2008-04-10 Transmission hybride hydraulique hydromécanique avec commande indépendante de couple aux roues Ceased WO2008133805A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US92270807P 2007-04-10 2007-04-10
US60/922,708 2007-04-10

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WO2008133805A2 true WO2008133805A2 (fr) 2008-11-06
WO2008133805A3 WO2008133805A3 (fr) 2008-12-18

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DE102010054202A1 (de) * 2010-12-11 2012-06-14 Volkswagen Ag Hybridantriebsstrang für ein Kraftfahrzeug und Verfahren zu dessen Betrieb
GR20110100380A (el) * 2011-06-29 2013-02-05 Νικολαος Γεωργιου Μποτσης Μηχανικως αυτοπροσαρμοζομενο υβριδικο υδροστατικο συστημα μεταφορας ισχυος συνεχους μεταβολης και μετατροπης ηπιων μορφων ενεργειας σε ηλεκτρικη
WO2013001319A3 (fr) * 2011-06-28 2013-03-07 Nikolaos Botsis Système de transmission de puissance à variation continue comprenant une pompe à débit variable en temps réel.
US8622859B2 (en) 2009-06-10 2014-01-07 Czero Holding Company, Llc Systems and methods for hybridization of a motor vehicle using hydraulic components
US8667865B2 (en) 2009-06-15 2014-03-11 J.C. Bamford Excavators Limited Hybrid transmission
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US10377220B2 (en) 2014-02-28 2019-08-13 Dana Italia Spa Dual mode hybrid hydrostatic driveline
EP3677462A1 (fr) * 2019-01-05 2020-07-08 AGCO International GmbH Transmission epowershift

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US8667865B2 (en) 2009-06-15 2014-03-11 J.C. Bamford Excavators Limited Hybrid transmission
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WO2013001319A3 (fr) * 2011-06-28 2013-03-07 Nikolaos Botsis Système de transmission de puissance à variation continue comprenant une pompe à débit variable en temps réel.
GR1009250B (el) * 2011-06-28 2018-03-23 Νικολαος Γεωργιου Μποτσης Μηχανικως αυτοπροσαρμοζομενη αντλια μεταβλητης παροχης με γραμμικη μεταβολη πραγματικου χρονου
GR20110100380A (el) * 2011-06-29 2013-02-05 Νικολαος Γεωργιου Μποτσης Μηχανικως αυτοπροσαρμοζομενο υβριδικο υδροστατικο συστημα μεταφορας ισχυος συνεχους μεταβολης και μετατροπης ηπιων μορφων ενεργειας σε ηλεκτρικη
DE102013006408A1 (de) * 2013-04-15 2014-10-16 Atlas Weyhausen Gmbh Arbeitsmaschine
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