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WO2016169075A1 - Appareil de transmission à vitesse variable électromécanique multimode et procédé de commande - Google Patents

Appareil de transmission à vitesse variable électromécanique multimode et procédé de commande Download PDF

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Publication number
WO2016169075A1
WO2016169075A1 PCT/CN2015/079062 CN2015079062W WO2016169075A1 WO 2016169075 A1 WO2016169075 A1 WO 2016169075A1 CN 2015079062 W CN2015079062 W CN 2015079062W WO 2016169075 A1 WO2016169075 A1 WO 2016169075A1
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WO
WIPO (PCT)
Prior art keywords
planetary gear
gear set
axial
electric machine
speed ratio
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/CN2015/079062
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English (en)
Inventor
Xiaolin Ai
Rui Xue
Zhonghe Xue
Xiaozhi Ai
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.)
SHANDONG LIANCHENG GREENMAX TECHNOLOGIES Inc
Original Assignee
SHANDONG LIANCHENG GREENMAX TECHNOLOGIES Inc
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
Priority claimed from US14/694,881 external-priority patent/US10077823B2/en
Application filed by SHANDONG LIANCHENG GREENMAX TECHNOLOGIES Inc filed Critical SHANDONG LIANCHENG GREENMAX TECHNOLOGIES Inc
Priority to JP2018506464A priority Critical patent/JP6535414B2/ja
Priority to EP15889564.9A priority patent/EP3167206A4/fr
Priority to CN201580020450.XA priority patent/CN106536980B/zh
Publication of WO2016169075A1 publication Critical patent/WO2016169075A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • 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
    • F16H37/10—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 at both ends of intermediate shafts
    • F16H2037/103—Power-split transmissions with each end of a CVT connected or connectable to a planetary gear set having four or more connections, e.g. a Ravigneaux set
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two sets of orbital gears
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2064—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using at least one positive clutch, e.g. dog clutch
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2079—Transmissions using gears with orbital motion using freewheel type mechanisms, e.g. freewheel clutches
    • F16H2200/2082—Transmissions using gears with orbital motion using freewheel type mechanisms, e.g. freewheel clutches one freewheel mechanisms
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2097—Transmissions using gears with orbital motion comprising an orbital gear set member permanently connected to the housing, e.g. a sun wheel permanently connected to the housing

Definitions

  • the invention is related to a multi-mode electro-mechanical variable speed transmission in a powertrain, and to a method of operating the transmission and the powertrain. It is applicable to a wide variety of vehicles and power equipment.
  • hybrid vehicles combine an electric power plant with a conventional internal combustion engine.
  • the internal combustion engine operates in a certain range of speed and power. Inside this range, there usually exists a smaller regime where the engine archives the best performance.
  • driving conditions vary enormously, not only in wheel speed but also in driving torque at the drive wheels.
  • a combination of a given speed and torque defines a power state.
  • Selectively operating the internal combustion engine and matching its power state of with that of the drive wheels are the primary functions for a hybrid transmission.
  • THS electro-mechanical continuous variable transmission
  • Toyota hybrid system a well-known design is the electro-mechanical continuous variable transmission, known as Toyota hybrid system, or THS.
  • THS allows for electric propulsion at low power and slow speed operation and turns on the engine in hybrid operation when vehicle speed and or power demands exceed certain thresholds.
  • THS splits the input power into two paths of different nature. Part of the input power passes through a so-called mechanical power path which is comprised of gears and shafts; the rest of the input power passes through an electric power path which contains electric machines and inverters.
  • the device used to split the power is a simple planetary gear system.
  • THS offers only one power splitting mode and provides a single output to input speed ratio node point SR.
  • the transmission operates at a speed ratio higher than the speed ratio node point, internal power circulation occurs.
  • One of the power paths sees more power than that is transmitted through the transmission, which reduces power transmission efficiency. This, to a large extent, constrains the effective operating speed ratio of the transmission.
  • the power ratings for the electric machines have to be increased significantly.
  • In the electric drive mode only one of the electric machines provides motive power. This makes THS not suitable for all electric drive in power demanding applications. Examples of such an application are all electric range (AER) plug-in hybrid configurations where the vehicles operate in pure electric mode till the battery charge is depleted below a predetermined threshold.
  • AER electric range
  • One of the objectives of current invention is to overcome the aforementioned drawbacks of prior art by providing a novel multi-mode electro-mechanical variable speed transmissions with much improved fuel efficiency and performance characteristics.
  • the transmission can operate under at least two different power splitting modes, offering higher power transmission efficiency by avoiding internal power circulation.
  • the transmission is capable of providing continuously variable output to input speed ratio and independent power regulation with significantly extend the operational speed ratio range.
  • the transmission may also be operated in two pure electric modes with much improved acceleration performance, and two fixed speed ratio modes with maximum transmission efficiency.
  • the current invention provides following technical solution:
  • Said multi-mode electro-mechanical variable speed transmission includes a gear system, a stationary member, an input shaft, an output system, at least one clutch, and two electric machines along with their electric drives and controllers.
  • Said gear system further includes two planetary gear sets each having at least three co-axial rotate-able members or components.
  • a lever diagram is a schematic representation of the components of a planetary gear set. It defines kinematic and dynamic relationships between these components. It contains a lever or a bar and a number of knots. Each knot corresponds to a co-axial rotate-able component of the planetary gear set. The inter-distances between the knots are determined by gear ratio or ratios of the planetary gear set. The knots from one end of the lever to the other are referred consecutively as the first, the second, third knots and so on.
  • the rotation speed of the co-axial rotate-able components of the planetary gear set are represented by vectors that start from the corresponding knots and are perpendicular to the lever.
  • a multi-knot lever diagram has two degrees of freedom: the speeds of any two knots uniquely determine the speed of the remaining knots.
  • the ends of all rotation speed vectors on a lever diagram lay on a straight line.
  • a lever with three knots represents a three-shaft planetary gear set, also known as the three-branch gear set having three co-axial rotate-able components.
  • Figure 1 shows a three-knot lever diagram.
  • the three knots from left to right are referred to as the first (KN 11 ) , the second (KN 12 ) and the third (KN 13 ) knots, respectively.
  • Each knot corresponds to a branch or a co-axial rotatable component of the planetary gear set.
  • the three branches are referred according to their corresponding knots to as the first, the second and the third branches of the planetary gear set.
  • the inter-distance between the first and second knots is one unit in length
  • the inter-distance between the second and third knots is K a unit in length.
  • K a is the gear teeth ratio (also known as gear ratio) of ring gear to sun gear for a simple planetary gear set.
  • a lever with four knots represents a four-shaft planetary gear set, also known as the four-branch gear set having four co-axial rotate-able components.
  • Figure 2 shows a four-knot level diagram.
  • the four knots from left to right are referred to as the first (KN 21 ) , the second (KN 22 ) , the third (KN 23 ) and the fourth (KN 24 ) knots, respectively.
  • Each knot corresponds to a branch or a co-axial rotatable component of the planetary gear set.
  • the four branches are referred according to their corresponding knots to as the first, the second, the third and the fourth branches of the planetary gear set.
  • the inter-distance between the first and third knots is K b unit in length; the inter-distance between the second and third knots is K a unit in length and the inter-distance between the third and fourth knots is one unit in length, where K a and K b are characteristic gear teeth ratios of the four-branch planetary gear set.
  • Said gear system is configured with a first three-knot lever and a second four-knot lever.
  • the first knot of the first lever couples to the stationary member and the second knot of the first lever couples to the second knot of the second lever.
  • Said gear system is connected to the input shaft, the output system, and to the first and second electric machines in the following configuration (refer to figure 3) : the third knot of the first lever selectively connects and disconnects the second electric machine through the at least one clutch; the first knot of the second lever connects to the first electric machine; the second knots of the first and second levers connect to output system; the third knot of the second lever connects to the input shaft and the fourth knot of the second lever selectively connects to and disconnects from the second electric machine.
  • said gear system is configured with a first three-knot lever and a second three-knot lever.
  • the first knot of the first lever couples to the stationary member and the second knot of the first lever couples to the second knot of the second lever.
  • Said gear system is connected to the input shaft, the output system, and to the first and second electric machines in the following configuration: the third knot of the first lever selectively connects to and disconnects from the second electric machine through the at least one clutch; the first knot of the second lever connects to the first electric machine; the second knots of the first and second levers connect to output system; the third knot of the second lever connects to the input shaft and selectively connects to and disconnects from the second electric machine.
  • Said multi-mode electro-mechanical variable speed transmission may further include a counter shaft.
  • the rotatable connection between the gear system and output system is established through said counter shaft.
  • Said multi-mode electro-mechanical variable speed transmission may further include a one-way clutch that engages in one direction and disengages in the opposite direction to allow one connected member to transfer torque to another connected member in one-direction only.
  • clutch and one-way clutch are referred to as torque transfer devices.
  • the transmission can be operated in multiple operating modes, including a first electric drive mode where one of the electric machines provide motive power, a second electric drive mode where two electric machines work together to provide improved motive power, a first hybrid drive mode where the engine is on and transmission is operated with continuously variable speed ratio with low output-to-input speed ratios, a second hybrid drive mode where the engine is on and the transmission is operated with continuously variable speed ratio with high output to input speed ratios, and at least a fixed speed ratio drive mode where the output-to-input speed ratio of the transmission is a constant.
  • Fixed speed ratio operation may be desirable for special applications.
  • Said multi-mode electro-mechanical variable speed transmission can be operated under pure electric drive modes with engine being turned off to meet all electric drive rage requirements.
  • said at least one clutch selectively connects the second electric machine to the third knot of the first lever and disconnects the second electric machine from the fourth knot of the second lever.
  • the second electric machine provides drive torque and motive power to output system to propel the vehicle.
  • the first electric machine provides torque to balance resistant torque from the engine and to keep engine at zero speed or a predetermined speed.
  • the transmission can utilize both the first and second electric machines to provide drive torque and motive power to the output system to propel the vehicle for improved acceleration and enhanced power performance.
  • the one-way clutch prevents the engine from rotating in reverse direction and provides a reaction torque to balance the drive torque of the first electric machine. This allows for the first electric machine to provide drive torque and motive power in tandem with the second electric machine to propel the vehicle. This operation mode may be required for plug-in hybrid vehicles with demanding all electric drive range specifications.
  • said multi-mode electro-mechanical variable speed transmission is capable of switching between various operating modes.
  • the second electric machine selectively couples to the first or the second levers via the clutch to realize two different power split configurations.
  • the switching is synchronized, that is to say at the moment of switching the third knot of the first lever has essentially the same rotation speed as that of the fourth knot of the second lever. Both match the speed of the second electric machine.
  • the gear ratio of the first lever K s and the gear ratios of the second lever K a and K b must satisfy a predetermined proportional relationship. This relationship is set forth
  • the torque of the second electric machine is essentially zero. No torque impact exerts on the clutch. This leads to a smooth, continuous and non-interruptive operation in terms of speed, torque and power for components associated with the input shaft, the output system, and the first and second electric machines.
  • the current invention also provides a method for design, producing and operating said multi-mode electro-mechanical variable speed transmission. Said method includes following steps:
  • first planetary gear set said planetary gear system includes at least three co-axial rotate-able components each corresponding to a knot on a three-knot lever diagram; the inter-distance between the first and the second knots is one unit in length and inter-distance between the second and the third knots is K s unit in length.
  • second planetary gear set the second planetary gear system includes at least four co-axial rotate-able components each corresponding to a knot on a four-knot lever diagram; the inter-distance between the first and third knots is denoted by K b , the inter-distance between the second and third knots is K a , the inter-distance between the third and the fourth knots is one unit.
  • the two planetary gear sets are designed such that the following relationship is closely met
  • Figure 1 is a three-knot lever diagram that represents a three-branch planetary gear set, describing the rotational speed relationship among the three co-axial rotating components of the gear set;
  • Figure 2 is a four-knot lever diagram that represents a four-branch planetary gear set, describing the rotational speed relationship among the four co-axial rotating components of the gear set;
  • Figure 3 is a schematic lever diagram of a preferred embodiment (embodiment 1) of multi-mode electro-mechanical variable speed transmission of the current invention
  • Figure 4 is a schematic lever diagram of the preferred embodiment (embodiment 1) of multi-mode electro-mechanical variable speed transmission of the current invention
  • Figure 5 is a schematic lever diagram of a variant of the preferred embodiment (embodiment 1) of multi-mode electro-mechanical variable speed transmission of the current invention with an optional torque transfer device at the third knot of the second lever;
  • Figure 6 is a schematic diagram of anther variant of the preferred embodiment (embodiment 1) of multi-mode electro-mechanical variable speed transmission of the current invention
  • Figure 7 is a component schematic diagram of the referred embodiment (embodiment 1) of multi-mode electro-mechanical variable speed transmission of the current invention
  • Figure 8 is a component schematic diagram of a torque transfer device, showing the first engagement position
  • Figure 9 is a component schematic diagram of a torque transfer device, showing the second engagement position
  • Figure 10 is a component schematic diagram of a torque transfer device, showing the third engagement position
  • Figure 11 is a component schematic diagram of a torque transfer device, showing the fourth engagement position
  • Figure 12 is a schematic lever diagram of another preferred embodiment (embodiment 2) of multi-mode electro-mechanical variable speed transmission of the current invention.
  • Figure 13 is a schematic lever diagram of another preferred embodiment (embodiment 2) of multi-mode electro-mechanical variable speed transmission of the current invention.
  • the current invention can have various embodiments, variants and configurations that incarnate the spirit of current invention.
  • Embodiments and configurations disclosed thereafter in text and in illustrations are used for the purpose of explanation only and shall not be interpreted as limitation to the scope of current invention.
  • the following detailed description illustrates the invention by way of example and not by way of limitation.
  • Figure 1 shows a three-knot lever diagram, representing a three-branch planetary gear set.
  • the three-branch planetary gear set has three co-axial rotatable components, the ring gear, the planet carrier and the sun gear. They are represented respectively by the three knots of the three-knot lever. From left to right (or from right to left) , these three knots are referred to as the first knot, the second knot and the third knot, respectively.
  • the inter-distance between the first and second knots in the lever diagram is one unit in length; the inter-distance of the second knot and the third knot is K s unit in length wherein K s is the gear teeth ratio of the ring gear to the sun gear.
  • the gear ratio K s is the characteristic parameter that fully defines the three-knot lever.
  • Figure 2 shows a four-knot lever diagram, representing a four-branch planetary gear set.
  • the four-branch gear set has four co-axial rotatable components each represented by a knot on the four-knot level diagram. For left to right (or from tight to left) , these four knots are referred to as the first knot, the second knot, the third knot and the fourth knot, respectively.
  • the inter-distance between the first and third knots is K b unit in length; the inter-distance between the second and third knots is K a unit in length and the inter-distance between the third and fourth knots is one unit in length wherein K a and K b are characteristic gear teeth ratios of the four-branch planetary gear set.
  • K a and K b are characteristic parameters that fully define the four-knot lever. That is to say, the performance characteristics of the four-branch planetary gear set are uniquely defined by the characteristic parameters K a and K b .
  • the relationships between the parameters K a , K b and the teeth numbers of the associated gears of the corresponding planetary gear set are determined by the actual structure of the planetary gear set.
  • a lever diagram is a schematic representation of a planetary gear set wherein the co-axial rotatable components of planetary gear set are each represented by a knot on the lever diagram.
  • the lever diagram can be used to graphically describe rotation speeds among the co-axial rotatable components.
  • Those having ordinary skill in the art will recognize that when referring a knot on a lever diagram, it is equivalent to referring the corresponding co-axial rotatable component of the planetary gear set which the lever diagram is representing and vice versa.
  • Couple , “connect” and “engage” are used to represent fixed mechanical connections or rotatable meshing engagements (though a pair of gears for example) between two or more mechanical components to transmit torque and mechanic power. These terms are also used to represent electric connections between two or more electric components to transmit electric power. Mechanical coupling or connections between the various members or components are illustrated solid lines.
  • FIG. 3 and figure 4 show a preferred embodiment, the embodiment 1 of current invention.
  • the embodiment is illustrated in the lever diagram format.
  • the multi-mode electro-mechanical variable speed transmission is comprised of a gear system including a first planetary gear set (PG1) represented by a first lever and a second planetary gear set (PG2) represented by a second lever, an input shaft (Input) , an output system (Output) , at least one clutch (CL) , a first stationary member (FM1) , and a first and a second electric machines (EM1, EM2) along with their associated drives and controllers (not shown) .
  • PG1 first planetary gear set
  • PG2 second planetary gear set
  • CL at least one clutch
  • FM1 first stationary member
  • EM1, EM2 first and a second electric machines
  • Said first planetary gear set is a three-branch planetary gear, having a first co-axial rotatable component, a second co-axial rotatable component and a third co-axial rotatable component each represented by a first knot (KN 11 ) , a second knot (KN 12 ) and a third knot (KN 13 ) of the first lever, respectively.
  • Said second planetary gear set is a four-branch planetary gear set, having a first, a second, a third and a fourth co-axial rotatable components that are represented by a first, a second, a third and a fourth knots (KN 21 , KN 22 , KN 23 , KN 24 ) of the second lever, respectively.
  • the first knot (KN 11 ) of the first lever (PG1) connects to the stationary member (FM1) .
  • the second knot (KN 12 ) of the first lever (PG1) connects to the second knot (KN 22 ) of the second lever (PG2) such that the second knot (KN 12 ) of the first lever (PG1) rotates at the same rational speed as the second knot (KN 22 ) of the second lever (PG2) .
  • the first electric machine (EM1) includes a first rotor and a first stator. Referring to figure 3, the rotor of the first electric machine (EM1) directly couples to the first knot (KN 21 ) of the second planetary gear set (PG2) .
  • the output shaft (Output) couples to the second knot (KN 12 ) of the first planetary set (PG1) and to the second knot (KN 22 ) of the second planetary gear set (PG2) .
  • the input shaft (Input) couples to the third knot (KN 23 ) of the second planetary gear set (PG2) .
  • the second electric machine (EM2) includes a second rotor and a second stator.
  • the rotor of the second electric machine (EM2) couples selectively through said clutch (CL) to the third knot (KN 13 ) of the first planetary gear set (PG1) or to the fourth knot (KN 24 ) of the second planetary gear set (PG2) , or to both the third knot (KN 13 ) of the first planetary gear set and the fourth knot (KN 24 ) of the second planetary gear set.
  • the second electric machine (EM2) selectively couples directly to the fourth knot (KN 24 ) of the second planetary gear set (PG2) with a first constant speed ratio, or indirectly through the first planetary gear set (PG1) to the second knot (KN 22 ) of the second planetary gear set (PG2) with a second constant speed ratio.
  • the first and second electric machines (EM1, EM2) , along with their respective drives, are electrically connected to transmit power to and from each other.
  • Said multi-mode electro-mechanical variable speed transmission may further include an energy storage device such as a battery pack (BT, not shown in illustrations) to store and recapture energy.
  • the energy storage device is connected to the first and second electric machines to receive power from or deliver power to one or both of the electric machines.
  • said at least one clutch (CL) connects the second electric machine EM2 to the third knot (KN 13 ) of the first planetary gear set and disconnect the second electric machine (EM2) from the fourth knot (KN 24 ) of the second planetary gear set (PG2) as shown in figure 3.
  • the transmission is operated under the first power split mode.
  • the input power from the engine is split into two power paths to transmit to the output system.
  • One is the pure mechanical power path that goes from the input shaft (Input) , through the second knots (KN 12 , KN 22 ) of the first and second planetary gear sets (PG1, PG2) , to the output system (Output) .
  • the other is the electro-mechanical power path that goes from input shaft (Input) , through the second planetary gear set (PG2) , the first electric machine (EM1) , the second electric machine (EM2) , the at least one clutch (CL) and the first planetary gear set (PG1) , to the output system (Output) .
  • said at least one clutch (CL) disconnects the second electric machine (EM2) from the third knot (KN 13 ) of the first planetary gear set (PG1) and connects it to the fourth knot (KN 24 ) of the second planetary gear set (PG2) as shown in figure 4.
  • the transmission is operated under the second power split mode.
  • the input power from the engine is split into two power paths to transmit to the output system (Output) .
  • the pure mechanical power path goes from the input shaft (Input) through the second planetary gear set (PG2) to the output system (Output) ;
  • the electro-mechanical power path goes from the input shaft (Input) , through the second planetary gear set (PG2) , the first electric machine (ME1) , the second electric machine (EM2) , and the at least one clutch (CL) back to the second planetary gear set (PG2) , and finally to the output system (Output) .
  • the ratio of the output system (Output) speed to the input shaft (Input) speed is defined as the output-to-input speed ratio of the transmission and is simply referred to thereafter as the speed ratio denoted by SR.
  • the first embodiment is capable of providing a natural speed ratio node SR0 where the speed of the output shaft system is zero and two regular speed ratio nodes SR1 and SR2. At the regular speed ratio nodes, at least one of the electric machines achieves zero rotational speed.
  • the natural speed ratio node SR0 divides the entire speed ratio regime into a forward speed ratio regime and a reverse speed ratio regime. Above the natural speed ratio node is the forward regime; below the natural speed ratio node is the reverse regime.
  • the first regular speed ratio node SR1 also simply referred to as the first speed ratio node, further divides the forward regime into a low-speed ratio regime and a high-speed ratio regime. Below the first speed ratio node SR1 is the low speed ratio regime and above the first speed ratio node SR1 is the high speed ratio regime.
  • the torque of the second electric machine is zero if there is no net power exchange between the transmission and the energy storage device.
  • SR1 the switching point between different power split modes to avoid or minimize possible shock load in torque for the transmission.
  • the transmission adopts the so-called output power split configuration.
  • the transmission adopts the so-call compound power split configuration.
  • the hybrid system operates under pure electric drive mode.
  • the actual switching point SR b in speed ratio may be at the vicinity of SR1.
  • the output power split operating mode is adopted at the low speed ratio regime below SR1
  • the compound power split operating mode is adopted at the mid to high speed ratio regime above SR1.
  • reverse regime pure electric drive mode could be adopted to effectively avoid internal power circulation.
  • the gear ratios have to satisfy following relationship:
  • FIG. 5 shows a variant of the preferred embodiment (embodiment 1A) wherein the multi-mode electro-mechanical variable speed transmission further includes a second stationary member (FM2) and a second torque transfer device.
  • the second torque transfer device in a simple form is a one-way clutch (OWC) .
  • the one-way clutch (OWC) selectively connects the second stationary member (FM2) to the third knot (KN 23 ) of the second planetary gear set (PG2) .
  • the one-way clutch prevent the input shaft (Input) from rotating in the reverse direction and provide reaction torque to balance the drive torque of the first electric machine (EM1) when it acts as motor during one of the pure electric drive mode.
  • FIG. 6 shows another variant of the preferred embodiment (embodiment 1B) wherein the multi-mode electro-mechanical variable speed transmission further includes a third stationary member (FM3) and a third torque transfer device.
  • the third torque transfer device is a brake (BR) .
  • the brake selectively connects or disconnects the fourth knot (KN 24 ) of the second planetary gear set (PG2) to or from the third stationary member (FM3) .
  • FIG. 7 shows the same variant as figure 5 in component format wherein the knots of the lever diagrams are each represented in an actual component of the corresponding planetary gear sets.
  • the multi-mode electro-mechanical variable speed transmission is comprised of a first planetary gear set (PG1) including three co-axial rotatable components, a second planetary gear set (PG2) including four-coaxial rotatable components, an input shaft (Input) , an output system (Output) , a first torque transfer device or a clutch (CL) , a second torque transfer device, a first stationary member (FM1) , a first electric machine (EM1) and a second electric machine (EM2) .
  • the transmission may also include a torsional damper (DMP) to connect the input shaft (Input) to the engine output shaft (ENG) and a counter shaft system (CTS) to connect the first and second planetary gear sets to the output system (Output) .
  • DMP torsional damper
  • CTS counter shaft system
  • the first planetary gear set (PG1) includes a sun gear (S s ) , a ring gear (R s ) , a set of planet gears (P) supported on a planet carrier (CR s ) .
  • the planet gears (P) are arranged around and in external mesh with the sun gear (S s ) .
  • the planet gears (P) are in internal mesh with the ring gear (R s ) .
  • the sun gear (S s ) , the planet carrier (CR s ) and the ring gear (R s ) are the three co-axial rotatable components of the first planetary gear set (PG1) .
  • the first planetary gear set (PG1) is characterized the gear teeth ratio K s of ring gear (R s ) to the sun gear (S s ) which is expressed as the inter-distance between the second and third knots on the three-knot lever diagram.
  • Z Ss and Z Rs are the number of teeth for sun gear (S s ) and ring gear (R s ) of the first planetary gear set (PG1) , respectively.
  • the second planetary gear set (PG2) is a Ravigneaux planetary gear-train. It includes a first sun gear (S1) , a second sun gear (S2) , a ring gear (R) , a first set of planet gears (PS) , a second set of planet gears (PL) , and a planet carrier (CR) that hosts and supports the first and second sets of planet gears (PS, PL) .
  • the planet gears in the first set are short planet gears and the planet gears in the second set are long planet gears.
  • Each of said long planet gears (PL) is in internal meshing engagement with the ring gear (R) and in external meshing engagement with the first sun gear (S1) ; each of said short planet gears (PS) is in external meshing engagement with a corresponding long planet gear (PL) and with the second sun gear (S2) .
  • the second sun gear (S2) , the ring gear (R) , the planet carrier (CR) and the first sun gear (S1) are the four co-axial rotatable components of the second planetary gear set (PG2) and as represented as the first knot (KN 21 ) , the second knot (KN 22 ) , the third knot (KN 23 ) and the fourth knot (KN 24 ) on a four-knot lever diagram.
  • the second planetary gear set is characterized by two gear teeth ratios K a and K b .
  • Z S1 , Z S2 and Z R are the tooth numbers of the first sun gear (S1) , the second sun gear (S2) and the gear (R) of the second planetary gear set (PG2) , respectively.
  • K a and K b are denoted as the inter-distance between the second and third knots and the inter-distance between the first and third knots, respectively.
  • the first planetary gear set and the second planetary gear set are co-axially arranged and adjacent to each other in the axial direction.
  • the ring gear (R s ) of the first planetary gear set (PG1) is connected to the first stationary member (FM1) .
  • the first planetary gear functions merely as a stepping up gear with a constant gear ratio.
  • the planet carrier (CR s ) of the first planetary gear set is fixed with the ring gear (R) of the second planetary gear set (PG2) such that they have a same rotational speed.
  • the output system includes at least one drive shaft and an optional differential (DIF) .
  • the first torque transfer device (CL) has at least two engagement states. It could be an integrated unit of a first and a second clutches (C1, C2) each having an engagement and a disengagement states.
  • the first electric machine EM1 includes a first rotor (RT1) and a first stator (ST1) .
  • the second electric machine (EM2) includes a second rotor (RT2) and a second stator (ST2) .
  • the second torque transfer device includes a second stationary member (FM2) and a one-way clutch (OWC) .
  • the counter shaft system (CTS) includes a first pair of meshing gears (G1A, G1B) and a second pair of meshing gears (G4A, G4B) .
  • Said multi-mode electro-mechanical variable speed transmission is configured to provide multiple modes of operations through the unique connections between the gear system (PG1, PG2) and the motive components (Input, Output, EM1 and EM2) .
  • the rotor (RT1) of the first electric machine (EM1) is connected to the second sun gear (S2) of the second planetary gear set (PG2) .
  • the output system (Output) is connected through the two pairs of meshing gears (G4B, G4A and G1B, G1A) of the counter shaft system (CTS) to the planet carrier (CR s ) of the first planetary gear set (PG1) and the ring gear (R) of the second planetary gear set (PG2) wherein the differential (DIF) connects to the driven gear (G4B) of the second pair of meshing gears of the counter shaft system (CTS) and drive gear (G1A) of the first pair of meshing gears of the counter shaft system (CTS) connects to the planet carrier (CR s ) of the first planetary gear set (PG1) and the ring gear (R) of the second planetary gear set (PG2) .
  • the differential (DIF) connects to the driven gear (G4B) of the second pair of meshing gears of the counter shaft system (CTS) and drive gear (G1A) of the first pair of meshing gears of the counter shaft system (CTS) connects to the
  • the engine (ENG) drives the input shaft (Input) through the torsional damper (DMP) .
  • the input shaft (Input) in turn connects to the planet carrier (CR) of the second planetary gear set.
  • the input shaft (Input) also couples to the second torque device wherein the one-way clutch (OWC) directionally engages the second stationary member (FM2) to prevent the input shaft from rotating in the opposite direction as the engine.
  • the rotor (RT2) of the second electric machine (EM2) is selectively coupled through the first torque transfer device (CL) either to the sun gear (S s ) of the first planetary gear set (PG1) wherein the first clutch (C1) engages and the second clutch (C2) disengages, or to the first sun gear (S1) of the second planetary gear set (PG2) wherein the first clutch (C1) disengages and the second clutch (C2) engages.
  • the second electric machine (EM2) couples selectively to the first sun gear (S1) of the second planetary gear set (PG2) with a first constant speed ratio (aspeed ratio of 1: 1) or through the first planetary gear set (PG1) to the ring gear (R) of the second planetary gear set (PG2) with a second speed ratio (aspeed ratio of [Ks+1] : 1) .
  • the first and second torque transfer devices (CL, OWC) are arranged on the same axial line of rotation as the first and second planetary gear sets. That is to say, the first planetary gear set (PG1) , the second planetary gear set (PG2) , the first torque transfer device (CL) and the second torque transfer device (OWC) are all on the same axial line of rotation.
  • the first torque transfer device (CL) and the first and second planetary gear sets (PG1, PG2) are co-axially arranged with and sandwiched between the two electric machines (EM1, EM2) . This has a great advantage in reducing package size.
  • the first torque transfer device (CL) may further be integrated with the brake (BR) and the third stationary member (FM3) . It may be modified to include four engagement positions as shown in figures 8 to 11.
  • the integrated torque transfer device (CL) is comprised of a first clutch having a first clutch member (C1) , a second clutch having a second clutch member (C1) , a third clutch having a third clutch member (BR) , and a sleeve ring (SL) .
  • the first clutch member (C2) is fixed with the sun gear (S s ) of the first planetary gear set (PG1)
  • the second clutch member (C2) the fixed with the first sun gear (S1) of the second planetary gear set
  • the third clutch member (BR) is fixed with the third stationary member (FM3) .
  • the sleeve ring (SL) is connected to a rotor shaft (RTS) of the second electric machine (EM2) through a pair of mating splines (SP i , SP o ) .
  • the male spline (SP o ) of the mating pair is fixed to the rotor shaft (RTS) and the female spline (SP i ) is fixed to the sleeve ring (SL) .
  • the female spline (SP i ) slides back-and-forth over the male spline (SP o ) along the axial direction by an actuator (not shown) under commend.
  • Figure 8 shows the first engagement position of the first torque transfer device, wherein the sleeve ring (SL) is engaged only with the first clutch member (C1) .
  • the rotor shaft (RTS) and thus the rotor (RT2) of the second electric machine (EM2) is coupled to the sun gear (S s ) of the first planetary gear set (PG1) .
  • the transmission operates in a first power-split mode
  • Figure 9 shows the second engagement position of the first torque transfer device, wherein the sleeve ring (SL) is engaged with both the first and second clutch members (C1, C2) .
  • the rotor shaft (RTS) and thus the rotor (RT2) of the second electric machine (EM2) is coupled to both the sun gear (S s ) of the first planetary gear set (PG1) and the first sun gear (S1) of the second planetary gear set (PG2) .
  • the transmission operates in a first fixed speed ratio mode
  • Figure 10 shows the third engagement position of the first torque transfer device, wherein the sleeve ring (SL) is engaged only with the second clutch members (C2) .
  • the rotor shaft (RTS) and thus the rotor (RT2) of the second electric machine (EM2) is coupled to the first sun gear (S1) of the second planetary gear set (PG2) .
  • the transmission operates in a second power-split mode.
  • Figure 11 shows the fourth engagement position of the first torque transfer device, wherein the sleeve ring (SL) engages with both the second and third clutch members (C2, BR) .
  • the rotor shaft (RTS) and thus the rotor (RT2) of the second electric machine (EM2) is coupled to both the first sun gear (S s ) of the second planetary gear set (PG2) and the third stationary member (FM3) .
  • the transmission operates in a second fixed speed ratio mode.
  • the four engagement positions of the first torque transfer device are arranged adjacent to each other along the axial direction.
  • positive engagement clutches such as dog-clutches are used, this leads to very compact configuration.
  • the second electric machine (EM2) couples through the at least one clutch (CL) to the first planetary gear set (PG1) to gain a leverage to propel the output system (Output) .
  • the first electric machine (EM1) is idling, and rotating in the opposite direction to that of the internal combustion engine (Input) .
  • the second electric machine (EM2) for a brief moment is at zero speed.
  • the controller sends commends to drive circuit.
  • the drive circuit provides the required electric power to the second electric machine (EM2) to generate drive torque.
  • the drive torque is amplified through the first planetary gear set (PG1) and delivered to the output system (Output) .
  • the second electric machine EM2 does not convert yet any electric power into mechanical power. Because the vehicle is still at standstill, there is no requirement for drive power but drive torque at the drive wheels.
  • the drive torque to start the vehicle comes primarily from the second electric machine (EM2) .
  • the internal combustion engine provides zero starting torque for the vehicle, thus there is no power output form the engine.
  • the second electric machine (EM2) starts to rotate, consuming electric power and converting it into the required mechanical drive power. Meanwhile, the engine start to provide drive torque to the drive wheels as well.
  • the first electric machine (EM1) in turn provides reaction torque to balance the engine torque and the speed of the first electric machine (EM1) gradually reduces to accommodate the increased vehicle speed.
  • the first electric machine (EM1) acts as a generator converting mechanical power into electric power.
  • the electric power consumed by the second electric machine (ME2) is fully or partially provided by the first electric machine (EM1) through electric drives and controllers (CTRL, not shown) .
  • CTRL electric drives and controllers
  • the rotational speed of the second electric machine (EM2) increases and the torque of the second electric machine (EM2) continues to decrease.
  • the speed of the first electric machine (EM1) continues to decrease, till reaching zero.
  • the transmission arrives at its first regular speed ratio node SR1.
  • the second electric machine (EM2) also arrives at its zero torque point. That is to say the zero torque point (speed ratio node corresponding to zero torque) of the second electric machine (EM2) coincides with the zero speed point (speed ratio node corresponding to zero speed) of the first electric machine (EM1) .
  • the first speed ratio node SR1 marks the transition from low speed ratio regime to high speed ratio regime, or vice versa.
  • the second electric machine (EM2) produces zero torque and the speeds of the second electric machine (EM2) , the third knot (KN 13 ) of the first planetary gear set (PG1) and fourth knot (KN 24 ) of the second planetary gear set (PG2) are synchronized.
  • the at least one clutch (CL) disconnects the second electric machine (EM2) from the third knot (KN 13 ) of the first planetary set (PG1) and connects the second electric machine (EM2) to the fourth knot (KN 24 ) of the second planetary gear set (PG2) .
  • Transmission is now operating under compound power split mode.
  • the rotational speed of the first electric machine (EM1) rises from zero and continues to increase in the same direction as the input shaft (Input) .
  • the speed of the second electric machine (EM2) starts to reduce. Should there be no net electric power exchange between the transmission and energy storage device, the torque of the second electric machine (EM2) will rise from zero and increase in value at the opposite direction.
  • the second electric machine (EM2) now functions as a generator, providing electric power to the first electric machine (EM1) or/and to the energy storage device.
  • the first electric machine (EM1) acts as a motor, converting electric power into mechanical power.
  • the speed of the second electric machine continues to decrease to zero.
  • the transmission reaches its second speed ratio node SR2.
  • the power transmitted through the electro-mechanical power path becomes zero; all power is transmitted from input shaft (Input) to the output system (Output) through the pure mechanical power path.
  • the power split ratio PR defined as the power transmitted through the electro-mechanical power path to the total engine power to be transmitted at the input shaft (Input) , possesses a local maximum value.
  • the torque of the first electric machine (EM1) reverses its direction.
  • the speed of the first electric machine (EM1) continues to go up; concurrently, the speed of the second electric machine (EM2) rises from zero and increases in the reversed direction.
  • a brake (BR) may be employed in the transmission to brake the fourth knot (KN 24 ) of the second planetary gear set (PG2) when it is deemed necessary.
  • the regime below the natural speed ratio node SR0 is referred to as the reverse regime. In this regime, the output power split configuration is also applicable.
  • the at least one clutch (CL) connects the second electric machine (EM2) to the first planetary gear set (PG1) and disconnects the second electric machine (EM2) from the second planetary gear set (PG2) .
  • the power is delivered from the second knots (KN 12 , KN 22 ) of the first and second planetary gear sets to the output system (Output) .
  • a pure electric drive mode may be adopted in the reverse regime.
  • the engine is turned off.
  • the second electric machine (EM2) is controlled by the controller (CTRL) to convert electric power from the energy storage (BT) into mechanical power and to provide drive torque to the output system (Output) .
  • the drive torque from the second electric machine (EM2) is amplified through the first planetary gear set (PG1) before delivered to the output system (Output) .
  • Pure electric drive operation is also applicable in forward speed ratio regime.
  • the first electric drive mode essentially the same as the pure electric drive mode described above for reverse operation.
  • the first torque transfer device (CL) connects the second electric machine (EM2) to the first planetary gear set (PG1) and disconnects the second electric machine (ME2) from the second planetary gear set (PG2) .
  • the motive power is provided by the second electric machine (EM2) through the first planetary gear set (PG1) .
  • the first planetary gear set (PG1) provides torque leverage by a factor K s +1.
  • the second electric drive mode calls for two electric machines working in tandem to provide enhanced motive power for fast acceleration or for steep hill-climbing. Similar to the first electric drive mode, the first torque transfer device (CL) connects the second electric machine (EM2) to the first planetary gear set (PG1) and disconnect the second electric machine (EM2) from the second planetary gear set (PG2) . Part of the motive power is provided by the first electric machine (EM1) through the second planetary gear set (PG2) .
  • the one-way clutch (OWC) prevents the input shaft (Input) from rotating in the opposite direction to the normal rotation direction of the engine. In doing so, it provides a reaction torque to balance the drive torque of the first electric machine (EM1) .
  • the second planetary gear set (PG2) provides a torque leverage by a factor of K b /K a to the first electric machine (EM1) .
  • Part of the motive power is provided by the second electric machine (EM2) through the first planetary gear set (PG1) .
  • the first planetary gear set (PG1) provides torque leverage by a factor K s +1 to the second electric machine (EM2) .
  • Said multi-mode electro-mechanical variable speed transmission is capable of providing additional practical and useful functions including geared neutral and parking.
  • said at least one clutch (CL) are disengaged from both the first and second planetary gear sets , and the first electric machine (EM1) is switched off or at the idle state, the transmission is at geared neutral.
  • both the first and second electric machines (EM1, EM2) are switched off or at the idle state, the transmission is also at geared neutral.
  • Parking can be achieved by engaging the at least one clutch (CL) to both the first and second planetary gear sets and by engaging the brake (BR) .
  • parking can be achieved by conventional parking pawl (PBR, not shown) installed on the transmission.
  • the multi-mode electro-mechanical variable speed transmission of the current invention is capable of offering operations with fixed output-to-input speed ratios.
  • the fixed speed ratio operations are provided to suite special application requirements such as towing and acceleration during hill climbing.
  • the conditions for fixed speed ratio operations are listed in the following table.
  • the first and second fixed speed ratios are essentially at the first and second regular speed ratio nodes of the transmission. Shifting between adjacent fixed speed-ratio positions is achieved in a smooth and continuous fashion as outlined in previous sections. Thus, there is no power interruption during speed ratio change between the first and second fixed speed ratios.
  • one or both of the electric machines can act as motors or generators to provide power assisting or regenerative braking functions as in parallel electric hybrid systems. This results in enhanced power and performance of the vehicle system.
  • the torque transfer devices can be any type of mechanical, hydro-mechanical, or electro-magnetic clutches, brakes or combined packages of clutches and brakes. Since the engagement or disengagement of the torque transfer devices occur under natural synchronization conditions wherein the rotational speeds for all involved components are essentially the same, simple clutches such as positive engagement clutches or dog clutches can be used instead of the more complex and costly friction clutches. This eliminates the hydraulic system normally required by wet friction clutches, and thus effectively reduces internal power losses.
  • Embodiment 1 and its variants also provide the function for starting up the engine.
  • Engine start up is accomplished either by one of the two electric machines independently or by both electric machines working collaboratively.
  • the engine can be started collaboratively by two electric machines.
  • the engine can be started by the first electric machine (EM1) .
  • the transmission is capable of providing not only continuous speed ratio variation, but also energy buffering, offering the so-called hybrid drive operation.
  • hybrid drive operation power between the two electric machines no longer need to be balanced.
  • the electric power generated by one electric machine may be more or less than that electric power consumed by the other electric machine.
  • the speed ratio node at which one of the electric machines has zero rational speed may not coincide with the speed ratio at which the other electric machine has zero torque.
  • the position of speed ratio at which one of the electric machines has zero torque varies with the power imbalance between the two electric machines. However, the position of speed ratio node at which one of the electric machines has zero speed always remains the same regardless the power imbalance between the two electric machines.
  • the electric machines When there is net electric power exchange between the electric power path of the transmission and the energy storage device, the electric machines have to fulfill double duties of both speed ratio regulation and power regulation. Thus, the power ratings of the electric machine should not be less than the maximum electric power split ratio times the rated power at the input shaft of the transmission.
  • Figure 12 shows another embodiment (embodiment 2) in a lever diagram format.
  • the multi-mode electro-mechanical variable speed transmission is comprised of a gear system including a first planetary gear set (PG1) represented by a first lever and a second planetary gear set (PG2) represented by a second lever, an input shaft (Input) , an output system (Output) , at least one clutch (CL) , a first stationary member (FM1) , and a first and a second electric machines (EM1, EM2) along with their associated drives and controllers (not shown) .
  • PG1 first planetary gear set
  • PG2 second planetary gear set
  • CL at least one clutch
  • FM1 first stationary member
  • EM1, EM2 first and a second electric machines
  • Said first planetary gear set is a three-branch planetary gear, having a first co-axial rotatable component, a second co-axial rotatable component and a third co-axial rotatable component each represented by a first knot (KN 11 ) , a second knot (KN 12 ) and a third knot (KN 13 ) of the first lever, respectively.
  • the first lever is fully defined by its characteristic parameter K S1.
  • Said second planetary gear set is also a three-branch planetary gear set, having a first, a second, and a third co-axial rotatable components that are represented by a first knot (KN 21 ) , a second knot (KN 22 ) , and a third knot (KN 23 ) of the second lever, respectively.
  • the second lever is fully defined by its characteristic parameter K S2 .
  • the first knot (KN 11 ) of the first lever (PG1) connects to the stationary member (FM1) .
  • the second knot (KN 12 ) of the first lever (PG1) connects to the second knot (KN 22 ) of the second lever (PG2) such that the second knot (KN 12 ) of the first lever (PG1) rotates at the same rational speed as the second knot (KN 22 ) of the second lever (PG2) .
  • the first electric machine (EM1) includes a first rotor and a first stator.
  • the rotor of the first electric machine (EM1) directly couples to the first knot (KN 21 ) of the second planetary gear set (PG2) .
  • the output shaft (Output) couples to the second knot (KN 12 ) of the first planetary set (PG1) and to the second knot (KN 22 ) of the second planetary gear set (PG2) .
  • the input shaft (Input) couples to the third knot (KN 23 ) of the second planetary gear set (PG2) .
  • the second electric machine (EM2) includes a second rotor and a second stator.
  • the rotor of the second electric machine (EM2) couples selectively through said clutch (CL) to the third knot (KN 13 ) of the first planetary gear set (PG1) or to the third knot (KN 23 ) of the second planetary gear set (PG2) , or to both the third knot (KN 13 ) of the first planetary gear set and the second planetary gear set.
  • the second electric machine (EM2) selectively either connects directly to the third knot (KN 23 ) of the second planetary gear set with a first constant speed ratio (1 to 1 ratio) , or connects indirectly through the first planetary gear set to the second knot (KN 22 ) of the second planetary gear set with a second constant speed ratio wherein the first and second constant speed ratios are different.
  • the first and second electric machines (EM1, EM2) , along with their respective drives, are electrically connected to an energy storage device such as a battery pack (BT, not shown in illustrations) to receive power from or deliver power to the energy storage device
  • an energy storage device such as a battery pack (BT, not shown in illustrations) to receive power from or deliver power to the energy storage device
  • said at least one clutch (CL) connects the second electric machine EM2 to the third knot (KN 13 ) of the first planetary gear set (PG1) and disconnect the second electric machine (EM2) from the third knot (KN 23 ) of the second planetary gear set (PG2) as shown in figure 12.
  • the transmission is operated under the first output power split mode.
  • the input power from the engine is split into two power paths to transmit to the output system.
  • One is the pure mechanical power path that goes from the input shaft (Input) , through the second knots (KN 12 , KN 22 ) of the first and second planetary gear sets (PG1, PG2) , to the output system (Output) .
  • the other is the electro-mechanical power path that goes from input shaft (Input) , through the second planetary gear set (PG2) , the first electric machine (EM1) , the second electric machine (EM2) , the clutch (CL) and the first planetary gear set (PG1) , to the output system (Output) .
  • said at least one clutch (CL) disconnects the second electric machine (EM2) from the third knot (KN 13 ) of the first planetary gear set (PG1) and connects it to the third knot (KN 23 ) of the second planetary gear set (PG2) as shown in figure 13.
  • the transmission is operated under the second power split mode.
  • the input power from the engine is split into two power paths to transmit to the output system (Output) .
  • the pure mechanical power path goes from the input shaft (Input) through the second planetary gear set (PG2) to the output system (Output) ;
  • the electro-mechanical power path goes from the input shaft (Input) , through the second planetary gear set (PG2) , the first electric machine (ME1) , the second electric machine (EM2) , and the at least one clutch (CL) back to the second planetary gear set (PG2) , and finally to the output system (Output) .
  • the second embodiment is capable of providing a natural speed ratio node SR0 where the speed of the output shaft system is zero and one regular speed ratio nodes SR1. At the regular speed ratio nodes, at least one of the electric machines achieves zero rotational speed.
  • the natural speed ratio node SR0 divides the entire speed ratio regime into a forward speed ratio regime and a reverse speed ratio regime. Above the natural speed ratio node is the forward regime; below the natural speed ratio node is the reverse regime.
  • the first regular speed ratio node SR1 also simply referred to as the first speed ratio node, further divides the forward regime into a low-speed ratio regime and a high-speed ratio regime. Below the first speed ratio node SR1 is the low speed ratio regime and above the first speed ratio node SR1 is the high speed ratio regime.
  • the torque of the second electric machine is zero if there is no net power exchange between the transmission and the energy storage device.
  • SR1 the switching point between the different power-split modes or configurations to avoid or minimize possible shock load in torque for the transmission.
  • the transmission adopts the so-called output power split configuration.
  • the transmission adopts the so-call input power split configuration.
  • the hybrid system operates under pure electric drive mode.
  • the actual switching point SR b in speed ratio may be at the vicinity of SR1 deviating from SR1.
  • the gear ratios have to satisfy following relationship
  • a common feature of all the embodiments and variants is that the first electric machine (EM1) , the input shaft (Input) and the output system (Output) each couples to a different knot of the second planetary gear set (PG2) with a constant speed ratio.
  • Another common feature of all the embodiments and variants is that one knot of the first planetary gear set (PG1) is coupled to a stationary member (FM1) of the transmission.
  • the second electric machine (EM2) selectively connects to a knot of the second planetary gear set (PG2) with a first constant speed ratio and to another knot of the second planetary gear set (PG2) with a second constant speed ratio.
  • the second electric machine (EM2) selectively couples to the first planetary gear set (PG1) and to the second planetary gear set (PG2) .
  • the transmission of the current invention is capable of operating under multiple modes, including two power-split modes and two fixed speed ratio modes. These modes of operation can be achieved simply by selectively coupling the second electric machine (EM2) to various component or components and member or members of the transmission.
  • EM2 second electric machine
  • the basic steps in design and producing the transmission of the current invention include constructing a planetary gear set having at least three branches; producing an input shaft, an output system, a first electric machine and a second electric machine; connecting the each of the at least three branches of the planetary gear set to the first electric machine, the output system and the input shaft, respectively; selectively connecting the second electric machine to one branch of the planetary gear set with a first constant speed ratio and to another branch of the planetary gear set with a second constant speed ratio.
  • the parts and components required by the aforementioned embodiments and variants of current invention can be readily made by industrial manufacturing means. This warrants that the multi-mode electro-mechanic variable speed transmission is obtainable.
  • Said transmission can be operated under at least two different power split modes, and thus is capable of avoiding internal power circulation and offering higher power transmission efficiency.
  • Said transmission can provide, in a wide range, independent and continuous output to input speed ratio change and power regulation, extending significantly operation range.
  • the new multi-mode electro-mechanical variable speed transmission reduces power demand on electric machines, making the construction of the transmission simple, more compact, and low cost.
  • the transmission is capable of proving continuous speed change from reverse to full stop and to forward, without the need for vehicle launching device. It significantly improves the overall fuel efficiency of the vehicle.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Multiple Motors (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Transmission Devices (AREA)

Abstract

L'invention concerne une transmission à vitesse variable électromécanique multimode, laquelle transmission comprend un arbre d'entrée (Entrée), un système de sortie (Sortie), au moins un ensemble d'engrenages planétaires ayant au moins trois branches représentant chacune un élément rotatif coaxial, deux machines électrique (EM1, EM2) avec les dispositifs de commande associés pour les machines électriques, et au moins un embrayage (CL) La première branche se couple à la première machine électrique (EM1) avec un rapport de vitesse constant, la deuxième branche se couple au système de sortie (Sortie) avec un rapport de vitesse constant, la troisième branche se couple à l'arbre d'entrée (Entrée) avec un rapport de vitesse constant, et la seconde machine électrique (EM2) se couple de façon sélective à deux branches différentes de l'ensemble d'engrenages planétaires avec deux rapports de vitesse constants différents, respectivement. Ladite transmission à vitesse variable électromécanique multimode est apte à procurer de multiples modes de fonctionnement, y compris deux modes d'entraînement électrique et deux modes de fonctionnement à répartition de puissance. Différents modes de fonctionnement couvrent différents régimes de rapport de vitesse, et sont adaptés pour différents besoins de puissance. Au point de commutation de mode, l'embrayage correspondant est automatiquement synchronisé. Ceci permet d'éviter des charges de choc pendant la commutation de mode de fonctionnement. La transmission est apte à produire des fonctionnements avec au moins un rapport de vitesse de sortie à entrée fixe.
PCT/CN2015/079062 2015-04-23 2015-05-15 Appareil de transmission à vitesse variable électromécanique multimode et procédé de commande Ceased WO2016169075A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2018506464A JP6535414B2 (ja) 2015-04-23 2015-05-15 マルチモード電気機械式無段変速機装置及びその制御方法
EP15889564.9A EP3167206A4 (fr) 2015-04-23 2015-05-15 Appareil de transmission à vitesse variable électromécanique multimode et procédé de commande
CN201580020450.XA CN106536980B (zh) 2015-04-23 2015-05-15 多模式机电无级变速器装置和控制方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US14/694,881 2015-04-23
US14/694,881 US10077823B2 (en) 2007-12-04 2015-04-23 Multimode electromechanical variable speed transmission apparatus and method of control

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WO2016169075A1 true WO2016169075A1 (fr) 2016-10-27

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EP (1) EP3167206A4 (fr)
JP (1) JP6535414B2 (fr)
CN (1) CN106536980B (fr)
WO (1) WO2016169075A1 (fr)

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CN111486230B (zh) * 2019-01-29 2022-04-08 宇通客车股份有限公司 一种车辆、动力系统及换挡动力不中断的换挡方法
DE102021001315B4 (de) * 2021-03-11 2025-06-18 Mercedes-Benz Group AG Hybridantriebssystem
CN116917198B (zh) * 2021-03-25 2025-12-05 本田技研工业株式会社 内燃机和变速器的自动组装方法及自动组装装置

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Also Published As

Publication number Publication date
EP3167206A1 (fr) 2017-05-17
JP2018529899A (ja) 2018-10-11
CN106536980B (zh) 2019-01-11
CN106536980A (zh) 2017-03-22
EP3167206A4 (fr) 2017-08-23
JP6535414B2 (ja) 2019-06-26

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