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WO2008050010A2 - Transmission that diverts power and can lock up the input shaft of the transmission driven by the combustion engine of a vehicle - Google Patents

Transmission that diverts power and can lock up the input shaft of the transmission driven by the combustion engine of a vehicle Download PDF

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Publication number
WO2008050010A2
WO2008050010A2 PCT/FR2007/051919 FR2007051919W WO2008050010A2 WO 2008050010 A2 WO2008050010 A2 WO 2008050010A2 FR 2007051919 W FR2007051919 W FR 2007051919W WO 2008050010 A2 WO2008050010 A2 WO 2008050010A2
Authority
WO
WIPO (PCT)
Prior art keywords
transmission
input
power
input shaft
vehicle
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/FR2007/051919
Other languages
French (fr)
Other versions
WO2008050010A3 (en
Inventor
Paulo Mendes
Arnaud Villeneuve
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.)
Renault SAS
Original Assignee
Renault SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Renault SAS filed Critical Renault SAS
Publication of WO2008050010A2 publication Critical patent/WO2008050010A2/en
Publication of WO2008050010A3 publication Critical patent/WO2008050010A3/en
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
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • 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
    • F16H2037/102—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 the input or output shaft of the transmission is connected or connectable to two or more differentials
    • 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
    • F16H2037/104—Power-split transmissions with at least one end of a CVT connected or connectable to two or more differentials
    • 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
    • F16H2037/105—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 characterised by number of modes or ranges, e.g. for compound gearing
    • F16H2037/106—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 characterised by number of modes or ranges, e.g. for compound gearing with switching means to provide two variator modes or ranges
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to the field of power transmission systems between a heat engine and wheels of a motor vehicle and in particular the field of power bypass transmissions.
  • energy can be passed from a heat engine to the vehicle wheels both by a purely mechanical route and by an electrical path.
  • the motor is connected to the wheels by a kinematic chain.
  • mechanical energy reaches an electric machine that transforms mechanical energy into electrical energy and another electrical machine, electrically connected to the previous one, transforms electrical energy into mechanical energy.
  • the purely mechanical transmission path has the advantage of consuming very little energy.
  • the electrical transmission path is particularly advantageous when starting the vehicle, where a large torque can be provided at a low rotational speed.
  • the proportion of power passing through the mechanical way and the electrical way makes it possible to vary continuously the ratio of the transmission.
  • Such a transmission has been used in PRIUS (registered trademark) type vehicles.
  • An output shaft of a heat engine drives a planet carrier of an epicyclic gear train.
  • An electric motor drives the crown of the same epicyclic train and the wheels of the vehicle.
  • a generator is connected to the sun gear of this epicyclic gear train.
  • This type of transmission has the disadvantage that in the starting phase of the electric motor, the generator must turn in the opposite direction to prevent the engine also starts in a speed zone where the efficiency of the engine is poor. The generator must drive the sun gear without providing torque, so that it can not provide power when starting. This helps to oversize the electric motor.
  • the patent application FR 2 859 669 (RENAULT) describes an infinitely variable transmission with power bypass, two operating modes and three epicyclic gear trains.
  • high torque is desired for reduced wheel rotation speed.
  • the transmission described it is possible to combine, during this phase, the powers of the two electrical machines so that the heat engine is stationary.
  • the powers of the two electric machines, one driving, the other receiving, are in a fixed ratio of proportionality. This has the disadvantage that the driving powers of the two electrical machines on the vehicle can not be added to drive the vehicle only from the electric motors. It is desirable to reduce the onboard power of the vehicle to gain weight, space and energy consumption.
  • the invention proposes a power bypass transmission which overcomes the above problems, and in particular which makes it possible to use all the electric drive power to drive the vehicle in electrical mode only.
  • the power bypass transmission includes a drive train between an input shaft driven by a heat engine and motor vehicle wheels.
  • the kinematic chain comprises a first power combining means from a first electric machine and a second power combining means from a second electric machine.
  • the transmission comprises an actuable means for immobilizing the input shaft driven by the heat engine.
  • the immobilizing means when the immobilizing means is not actuated, the electrical machines can drive the wheels, provided that the two powers of the two electrical machines are in a given ratio depending on the configuration of the kinematic chain. In this way, one of the machines The electric motor serves to partially compensate the action of the other so that the motor shaft is not driven.
  • the transmission By actuating the immobilizing means of the shaft of the heat engine, the transmission can be supported on this means to send to the wheels the power of each of the electric machines and this whatever the ratio that these powers have between them. Everything happens as if the two electrical machines were connected in parallel. In particular, the machines can be both driving and transmit all their power to start the vehicle without starting the engine.
  • the immobilizing means comprises an actuator adapted to bring said means to the immobilization position and comprises a return spring able to bring said means into free position, automatically as soon as the actuator is not actuated.
  • the actuatable means for immobilizing the input shaft comprises a multi-disk device having a plurality of disks rotatably connected to the input shaft and a plurality of disks rotatably connected to a casing of the transmission; the two pluralities of discs being pressed against each other when said means is in the immobilization position.
  • the first power combining means comprises at least a first epicyclic gear train having three inputs; the first input being connected to the input shaft driven by the heat engine, the second input being connected to the first electrical machine and the third input being connected to the wheels of the vehicle.
  • the first power combining means is advantageously a non-blocking means. This allows the power from the first electrical machine to join the wheels of the vehicle regardless of the speed of the engine. This also allows the power of the engine to reach the first electric machine regardless of the progress of the vehicle. From non-blocking power combining means, the three-input epicyclic gear train is a particularly simple means.
  • the transmission comprises a mode change mechanism provided with at least two output shafts and at least two brakes or clutches.
  • the mechanism has, between the two shafts, at least two fixed transmission ratios, depending on the state of operation of the two brakes.
  • This mode change mechanism has the advantage of being able to operate the two electric machines in optimal ranges so that, when the actuatable actuating means is not actuated, the same variation in the ratio of the transmission between the wheels and the heat engine, can be obtained with reduced electric machine powers.
  • This advantage is amplified by the existence of the means for immobilizing the motor shaft.
  • the wheels of the vehicle are connected to the third input of the first epicyclic gear train and to the second electrical machine by kinematic chain portions with a constant transmission ratio.
  • the second power combining means comprises a second epicyclic gear train having three inputs, the first input being connected to the input shaft driven by the heat engine by a kinematic chain portion, the second input being connected to the second electrical machine and the third input being connected to the wheels of the vehicle.
  • the fact of having two non-blocking power combination means allows each of the two electrical machines to be able to function according to the speed of the motor, whether it is a motor or a generator. If the two non-blocking power combining means are combined with a mode change means, the optimization of the two electrical machines can be done on even wider transmission ratio ranges.
  • At least one of the epicyclic gear trains is connected to the input shaft driven by the motor. and / or the corresponding electrical machine by kinematic chain portions with constant transmission ratios.
  • the mode change mechanism is inserted between the second power combination means and the second electrical machine.
  • the mode change mechanism is inserted between the first and the second power combination means.
  • Such a location of the mode change mechanism makes it possible to obtain the optimization of the two electric machines with two transmission ratios of the mode change mechanism and the torque conditions to be transmitted by this less restrictive mechanism.
  • a simpler mode change mechanism can be provided, for example, using a single epicyclic gear train and two brakes or clutches.
  • the transmission comprises a kinematic chain 1 connecting a motor 2 to the wheels 3 of the vehicle.
  • the kinematic chain 1 comprises a first power combining means 4 capable of combining with the power transmitted by the chain.
  • kinematic 1 the power supplied or received by a first electrical machine 5.
  • the kinematic chain 1 also comprises a second power combination means 6 able to combine, with the power transmitted by the kinematic chain 1, the power supplied or received by a second electric machine 7.
  • the transmission also comprises a means of immobilization 8 of an input shaft 9 of the engine 2.
  • the power, the rotational speed and the torque supplied by the heat engine 2 to the input shaft 9 of the transmission will be referred to as Pt, ⁇ t, and Tt, respectively.
  • the power, the rotational speed and the torque supplied to the transmission by the first electrical machine 5, and P2, ⁇ 2, T2, the corresponding quantities resulting from the second electrical machine and P 1, ⁇ 1, T 1, respectively, will be called finally Pr, ⁇ r, Tr respectively the power, the rotational speed and the torque supplied to the transmission by the wheels 3 of the vehicle.
  • Pr, ⁇ r, Tr respectively the power, the rotational speed and the torque supplied to the transmission by the wheels 3 of the vehicle.
  • the sign conventions are such that the numbers of powers Pt, P l, P2, Pr are positive when power is supplied to the transmission and negative in the opposite case. We have Pt> 0 because the heat engine 2 can not function as a receiver.
  • Each of the electrical machines 5, 7 may be motors or generators and preferably alternator-starters.
  • P l and P2 can be positive or negative.
  • the wheels 3 can provide power to the transmission and Pr is positive.
  • Pr is negative.
  • Each of the powers is equal to the product of the speed of rotation by the corresponding supplied torque.
  • This type of transmission is called "power bypass" because when one of the electrical machines 5 or 7 operates as a generator and the other motor, the power generated by the generating machine is transmitted to the prime mover so that the power supplied to the transmission is P 1 + P2.
  • Each of the power combination means 4, 6 has the effect that the rotation speed ⁇ t of the input shaft 9 and the rotation speed ⁇ r of the wheels are generally expressed under form of a linear combination of rotational speeds of the two electrical machines.
  • the coefficients A, B, C, D are fixed and depend on the type of gearing used in the driveline 1. It can be seen that irrespective of the structure of the driveline 1 of the power bypass transmission,
  • equations (d) shows that in the embodiment illustrated in FIG. 1, whose kinematic chain 1 is characterized by the parameters A, B, C and D, the actuation of the immobilizing means 8 causes that everything happens as if the driveline had the configuration shown in figure 2.
  • the first electrical machine 5 drives a common shaft 10 through a gear device having a transmission ratio -A.
  • the second electric machine 7 drives the same common shaft 10 through a gear device having a transmission ratio B.
  • the immobilizing means 8 when the immobilizing means 8 is actuated, a proportionality link is established between the speeds ⁇ 1 and ⁇ 2.
  • no link is established on the pairs T 1 and T 2 generated by the electric machines 5 and 7.
  • the two machines 5 and 7 can be driving and their power is entirely transmitted to the wheels 3 of the vehicle.
  • the immobilizing means 8 serves as a fulcrum for the kinematic chain 1 to return all the power of the two electrical machines 5 and 7 to the wheels 3 of the vehicle.
  • the drive train 1 connects the input shaft 9 to the wheels 3 of the vehicle.
  • the first power combining means 4 comprises a gear train 1.
  • the second power combining means 6 comprises a toothed wheel 12a fixedly mounted on a shaft 12 for driving the wheels 3 of the vehicle.
  • the first electric machine 5, of rotational speed ⁇ l drives the sun gear of the first epicyclic gear train through two gear wheels having as transmission ratio K1.
  • the shaft 9 directly drives the planet carrier of the first epicyclic gear train 1.
  • the crown of the first epicyclic gear train 1 1 drives the toothed wheel 12a through a gear device having a transmission ratio K.
  • the output shaft 12 the transmission has a rotation speed ⁇ r.
  • Zc and Zp are the numbers of teeth respectively of the ring gear and the sun gear of the first epicyclic gear train 1 1.
  • the coefficient C is zero. This has the consequence that in the absence of immobilizing means 8, only the second electric machine 7 can drive the wheels 3 of the vehicle.
  • the introduction of the immobilizing means 8 is particularly useful for the second embodiment.
  • the heat engine 2 of a third embodiment drives an input shaft 9, which drives a first shaft 13 through a gear device 14 having a specified transmission ratio.
  • the first epicyclic gear train 1 1 has three inputs: planet carrier, sun gear and crown. The first input also drives the first shaft 13.
  • the first electrical machine 5 drives a second input of the first epicyclic gear through a gear device 15.
  • the shaft 9 is provided with an actuable means of immobilization 8.
  • the kinematic chain 1 also comprises a second epicyclic gear train 16 also with three inputs.
  • the first input of the second epicyclic gear is driven by the first shaft 13.
  • the second electrical machine 7 drives a second shaft 17 of the transmission via a gear device 18.
  • the second shaft 17 of the transmission causes the second input of the second epicyclic gear train 16.
  • the third input of the epicyclic gear train 16 drives the wheels 3 of the vehicle through a gear device 19.
  • the drive train 1 of the third embodiment also includes a mode change mechanism. Connecting the third shaft 17a to a fourth shaft 21.
  • the mode change mechanism 20 comprises a third ternary epicyclic gear train 22 and two brakes 23 and 24.
  • the third input is either made integral with the shaft 17a by the brake 23, or immobilized with respect to a The two possibilities result in two different transmission ratios between the shaft 17a and the shaft 21.
  • the third input of the epicyclic gear train 11 is connected to the wheels of the vehicle 3 via the fourth shaft 21, the mode change mechanism 20, the third shaft 17a, the second shaft 17 and the second epicyclic gear train 16.
  • This description covers 216 different variants according to the assignment of the planet carrier, the sun gear and the ring gear to each of the three inputs of the planetary gear trains.
  • the immobilizing means 8 When the immobilizing means 8 is not actuated, the two electrical machines 5 and 7 contribute to diverting a portion of the power transmitted between the heat engine 2 and the wheels 3 so that the transmission ratio ⁇ r / ⁇ t varies.
  • Such a kinematic system configuration makes it possible to minimize the proportion of power derived by the electrical path both for a range of low transmission ratio values, when one of the brakes 23 or 24 is actuated, and for both a transmission ratio range of high values, when the other brake is actuated.
  • the input shaft 9 of the drive train 1 is driven by a heat engine (not shown) via a torque damper 35.
  • the actuable means 8 for immobilizing the drive train input shaft 9 comprises a multi-disc device 25 of which a plurality of discs 25a is driven by a sheet 26 integral in rotation with the input shaft 9 and by a plurality of discs 25b integral in rotation with a housing 27.
  • the two pluralities of discs 25a and 25b are free in translation parallel to the axis of the shaft 9.
  • the housing 27 has an axial stop 28.
  • a piston 29 movable in translation is able to compress the two pluralities against each other. of discs 25a and 25b against the axial stop 28 of the casing 27.
  • a return spring 36 housed in the casing 27, is able to axially push the piston 29 so as to decompress the multi-disc device 25 and to allow free rotation of the disk 25a with respect to the plurality of disks 25b.
  • the piston 29 is advantageously hydraulically displaced by the pressure filling of an oil reserve (not shown). Alternatively, the piston 29 can be moved axially mechanically or electromechanically.
  • the input shaft 9 of the transmission is rotatably mounted on a flange 30 by a ball bearing 31.
  • a lip seal 32 seals between the input shaft 9 and the flange 30.
  • the sheet 26 is connected in rotation to the input shaft 9 by a drive body 33 located axially close to the ball bearing 31.
  • the plate 26 has a skirt portion 34 surrounding radially the ball bearing 31 so that the multi-disc device 25 is offset axially with respect to the driving body 33 in the direction of the ball bearing 31.
  • the disks of the multidisc device 25 has a diameter greater than the diameter of the skirt 34 so that a small number of disks can be sufficient to cash the maximum value that can take the support torque Tr defined in equation (e).
  • the axially offset position of the pluralities of discs 25a and 25b makes it possible to obtain a particularly axially compact actuating means of immobilization 8.

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Abstract

Power-diverting transmission comprising a drivetrain (1) between an input shaft (9) driven by a combustion engine (2) and wheels (3) of a motor vehicle. The drivetrain (1) comprises a first means (4) of combining the power from a first electrical machine (5) and a second means (6) of combining the power from a second electrical machine (7). The transmission comprises an actuatable means (8) of immobilizing the input shaft (9) driven by the combustion engine.

Description

Transmission à dérivation de puissance et blocage de l'arbre d'entrée de la transmission entraîné par le moteur thermique d'un véhicule. Power bypass transmission and locking of the input shaft of the transmission driven by the engine of a vehicle.

L 'invention concerne le domaine des systèmes de transmission de puissance entre un moteur thermique et des roues d'un véhicule automobile et en particulier le domaine des transmissions à dérivation de puissance.The invention relates to the field of power transmission systems between a heat engine and wheels of a motor vehicle and in particular the field of power bypass transmissions.

Dans les systèmes de transmission à dérivation de puissance, l' énergie peut passer d'un moteur thermique aux roues du véhicule à la fois par une voie purement mécanique et par une voie électrique. Dans la voie purement mécanique, le moteur est relié aux roues par une chaîne cinématique. Dans la voie électrique, de l'énergie mécanique parvient à une machine électrique qui transforme de l'énergie mécanique en énergie électrique et une autre machine électrique, reliée électriquement à la précédente, transforme de l' énergie électrique en énergie mécanique. La voie de transmission purement mécanique présente l' avantage de consommer très peu d'énergie. La voie de transmission électrique est particulièrement intéressante au démarrage du véhicule, où un couple important peut être fourni à une faible vitesse de rotation. La proportion de puissance passant par la voie mécanique et par la voie électrique permet de faire varier continûment le rapport de la transmission.In power bypass transmission systems, energy can be passed from a heat engine to the vehicle wheels both by a purely mechanical route and by an electrical path. In the purely mechanical way, the motor is connected to the wheels by a kinematic chain. In the electrical way, mechanical energy reaches an electric machine that transforms mechanical energy into electrical energy and another electrical machine, electrically connected to the previous one, transforms electrical energy into mechanical energy. The purely mechanical transmission path has the advantage of consuming very little energy. The electrical transmission path is particularly advantageous when starting the vehicle, where a large torque can be provided at a low rotational speed. The proportion of power passing through the mechanical way and the electrical way makes it possible to vary continuously the ratio of the transmission.

Une telle transmission a été utilisée dans des véhicules de type PRIUS (marque déposée). Un arbre de sortie d'un moteur thermique entraîne un porte-satellite d'un train épicycloïdal. Une motrice électrique entraîne la couronne de ce même train épicycloïdal ainsi que les roues du véhicule. Une génératrice est reliée au planétaire de ce train épicycloïdal. Ce type de transmission présente l' inconvénient qu' en phase de démarrage par la motrice électrique, la génératrice doit tourner en sens inverse pour éviter que le moteur thermique ne démarre également dans une zone de vitesse où le rendement du moteur thermique est médiocre. La génératrice doit entraîner le planétaire sans fournir de couple, de sorte qu'elle ne peut pas fournir de puissance lors du démarrage. Cela contribue à surdimensionner la motrice électrique.Such a transmission has been used in PRIUS (registered trademark) type vehicles. An output shaft of a heat engine drives a planet carrier of an epicyclic gear train. An electric motor drives the crown of the same epicyclic train and the wheels of the vehicle. A generator is connected to the sun gear of this epicyclic gear train. This type of transmission has the disadvantage that in the starting phase of the electric motor, the generator must turn in the opposite direction to prevent the engine also starts in a speed zone where the efficiency of the engine is poor. The generator must drive the sun gear without providing torque, so that it can not provide power when starting. This helps to oversize the electric motor.

La demande de brevet FR 2 859 669 (RENAULT) décrit une transmission infiniment variable à dérivation de puissance, à deux modes de fonctionnement et trois trains épicycloïdaux. Lors du démarrage du véhicule, ou à une faible vitesse du véhicule, on souhaite un couple élevé pour une vitesse de rotation des roues réduite. Avec la transmission décrite, on peut combiner, durant cette phase, les puissances des deux machines électriques pour que le moteur thermique soit immobile. Les puissances des deux machines électriques, l'une motrice, l'autre réceptrice, sont dans un rapport de proportionnalité fixe. Cela présente l' inconvénient que les puissances motrices des deux machines électriques embarquées sur le véhicule ne peuvent pas être ajoutées pour entraîner le véhicule uniquement à partir des moteurs électriques. Il est souhaitable de réduire la puissance motrice embarquée sur le véhicule pour gagner du poids, de l'espace et de la consommation d' énergie.The patent application FR 2 859 669 (RENAULT) describes an infinitely variable transmission with power bypass, two operating modes and three epicyclic gear trains. When starting the vehicle, or at a low vehicle speed, high torque is desired for reduced wheel rotation speed. With the transmission described, it is possible to combine, during this phase, the powers of the two electrical machines so that the heat engine is stationary. The powers of the two electric machines, one driving, the other receiving, are in a fixed ratio of proportionality. This has the disadvantage that the driving powers of the two electrical machines on the vehicle can not be added to drive the vehicle only from the electric motors. It is desirable to reduce the onboard power of the vehicle to gain weight, space and energy consumption.

L 'invention propose une transmission à dérivation de puissance qui remédie aux problèmes précédents, et notamment qui permet d'utiliser toute la puissance motrice électrique pour entraîner le véhicule en mode électrique uniquement.The invention proposes a power bypass transmission which overcomes the above problems, and in particular which makes it possible to use all the electric drive power to drive the vehicle in electrical mode only.

Selon un mode de réalisation, la transmission à dérivation de puissance comprend une chaîne cinématique entre un arbre d' entrée, entraîné par un moteur thermique et des roues de véhicule automobile. La chaîne cinématique comprend un premier moyen de combinaison de la puissance issue d'une première machine électrique et un deuxième moyen de combinaison de la puissance issue d'une deuxième machine électrique. La transmission comprend un moyen actionnable d' immobilisation de l'arbre d' entrée entraîné par le moteur thermique. Dans une telle transmission, lorsque le moyen d' immobilisation n' est pas actionné, les machines électriques peuvent entraîner les roues, à la condition que les deux puissances des deux machines électriques soient dans un rapport donné dépendant de la configuration de la chaîne cinématique. De cette manière, l'une des machines électriques sert à compenser partiellement l'action de l' autre de manière que l'arbre moteur ne soit pas entraîné. En actionnant le moyen d' immobilisation de l' arbre du moteur thermique, la transmission peut prendre appui sur ce moyen pour envoyer vers les roues la puissance de chacune des machines électriques et ceci quel que soit le rapport que ces puissances ont entre elles. Tout se passe comme si les deux machines électriques étaient reliées en parallèles. En particulier, les machines peuvent être toutes les deux motrices et transmettre la totalité de leur puissance au démarrage du véhicule sans faire démarrer le moteur thermique.In one embodiment, the power bypass transmission includes a drive train between an input shaft driven by a heat engine and motor vehicle wheels. The kinematic chain comprises a first power combining means from a first electric machine and a second power combining means from a second electric machine. The transmission comprises an actuable means for immobilizing the input shaft driven by the heat engine. In such a transmission, when the immobilizing means is not actuated, the electrical machines can drive the wheels, provided that the two powers of the two electrical machines are in a given ratio depending on the configuration of the kinematic chain. In this way, one of the machines The electric motor serves to partially compensate the action of the other so that the motor shaft is not driven. By actuating the immobilizing means of the shaft of the heat engine, the transmission can be supported on this means to send to the wheels the power of each of the electric machines and this whatever the ratio that these powers have between them. Everything happens as if the two electrical machines were connected in parallel. In particular, the machines can be both driving and transmit all their power to start the vehicle without starting the engine.

Selon une variante, le moyen d'immobilisation comprend un actionneur apte à amener ledit moyen en position d' immobilisation et comprend un ressort de rappel apte à amener ledit moyen en position libre, automatiquement dès que l' actionneur n' est pas actionné. Cela présente l 'avantage qu' en cas de panne électrique du véhicule, le moteur thermique peut toujours être utilisé.According to one variant, the immobilizing means comprises an actuator adapted to bring said means to the immobilization position and comprises a return spring able to bring said means into free position, automatically as soon as the actuator is not actuated. This has the advantage that in case of electrical failure of the vehicle, the engine can still be used.

Avantageusement, le moyen actionnable d' immobilisation de l' arbre d' entrée comprend un dispositif multidisques présentant une pluralité de disques liés en rotation à l'arbre d' entrée et une pluralité de disques liés en rotation à un carter de la transmission ; les deux pluralités de disques étant pressées les unes contre les autres lorsque ledit moyen est en position d' immobilisation.Advantageously, the actuatable means for immobilizing the input shaft comprises a multi-disk device having a plurality of disks rotatably connected to the input shaft and a plurality of disks rotatably connected to a casing of the transmission; the two pluralities of discs being pressed against each other when said means is in the immobilization position.

Selon un autre mode de réalisation, le premier moyen de combinaison de puissance comprend au moins un premier train d' engrenages épicycloïdal présentant trois entrées ; la première entrée étant reliée à l'arbre d' entrée entraîné par le moteur thermique, la deuxième entrée étant reliée à la première machine électrique et la troisième entrée étant reliée aux roues du véhicule.According to another embodiment, the first power combining means comprises at least a first epicyclic gear train having three inputs; the first input being connected to the input shaft driven by the heat engine, the second input being connected to the first electrical machine and the third input being connected to the wheels of the vehicle.

Le premier moyen de combinaison de puissance est avantageusement un moyen non bloquant. Cela permet à la puissance issue de la première machine électrique de rejoindre les roues du véhicule quelle que soit la vitesse du moteur thermique. Cela permet également à la puissance du moteur thermique de rejoindre la première machine électrique quel que soit l' avancement du véhicule. Parmi les moyens de combinaison de puissance non bloquants, le train épicycloïdal à trois entrées est un moyen particulièrement simple.The first power combining means is advantageously a non-blocking means. This allows the power from the first electrical machine to join the wheels of the vehicle regardless of the speed of the engine. This also allows the power of the engine to reach the first electric machine regardless of the progress of the vehicle. From non-blocking power combining means, the three-input epicyclic gear train is a particularly simple means.

Avantageusement, la transmission comprend un mécanisme de changement de mode muni d' au moins deux arbres de sortie et d' au moins deux freins ou embrayages. Le mécanisme présente, entre les deux arbres, au moins deux rapports de transmission fixes, selon l'état d' actionnement des deux freins. Ce mécanisme de changement de mode, présente l' avantage de pouvoir faire fonctionner les deux machines électriques dans des plages optimales de sorte que, lorsque le moyen actionnable d' immobilisation n' est pas actionné, une même variation du rapport de la transmission entre les roues et le moteur thermique, peut être obtenue avec des puissances de machines électriques réduites. Cet avantage est amplifié par l' existence du moyen d' immobilisation de l' arbre moteur. Avantageusement, les roues du véhicule sont reliées à la troisième entrée du premier train d' engrenage épicycloïdal et à la deuxième machine électrique par des portions de chaîne cinématique à rapport de transmission constant.Advantageously, the transmission comprises a mode change mechanism provided with at least two output shafts and at least two brakes or clutches. The mechanism has, between the two shafts, at least two fixed transmission ratios, depending on the state of operation of the two brakes. This mode change mechanism has the advantage of being able to operate the two electric machines in optimal ranges so that, when the actuatable actuating means is not actuated, the same variation in the ratio of the transmission between the wheels and the heat engine, can be obtained with reduced electric machine powers. This advantage is amplified by the existence of the means for immobilizing the motor shaft. Advantageously, the wheels of the vehicle are connected to the third input of the first epicyclic gear train and to the second electrical machine by kinematic chain portions with a constant transmission ratio.

Selon un autre mode de réalisation, le deuxième moyen de combinaison de puissance comprend un deuxième train d' engrenages épicycloïdal présentant trois entrées, la première entrée étant reliée à l'arbre d' entrée entraîné par le moteur thermique par une portion de chaîne cinématique, la deuxième entrée étant reliée à la deuxième machine électrique et la troisième entrée étant reliée aux roues du véhicule. Le fait d' avoir deux moyens de combinaison de puissance non bloquants permet que chacune des deux machines électriques puisse être en fonction du régime du moteur, soit motrice, soit génératrice. Si on combine les deux moyens de combinaison de puissance non bloquants avec un moyen de changement de mode, l'optimisation des deux machines électriques peut se faire sur des plages de rapport de transmission encore plus larges.According to another embodiment, the second power combining means comprises a second epicyclic gear train having three inputs, the first input being connected to the input shaft driven by the heat engine by a kinematic chain portion, the second input being connected to the second electrical machine and the third input being connected to the wheels of the vehicle. The fact of having two non-blocking power combination means allows each of the two electrical machines to be able to function according to the speed of the motor, whether it is a motor or a generator. If the two non-blocking power combining means are combined with a mode change means, the optimization of the two electrical machines can be done on even wider transmission ratio ranges.

Avantageusement, au moins l'un des trains d' engrenage épicycloïdal est relié à l' arbre d' entrée entraîné par le moteur thermique et/ou à la machine électrique correspondante par des portions de chaîne cinématique à rapports de transmission constants.Advantageously, at least one of the epicyclic gear trains is connected to the input shaft driven by the motor. and / or the corresponding electrical machine by kinematic chain portions with constant transmission ratios.

Selon une variante, le mécanisme de changement de mode est inséré entre le deuxième moyen de combinaison de puissance et la deuxième machine électrique.According to one variant, the mode change mechanism is inserted between the second power combination means and the second electrical machine.

Selon une autre variante, le mécanisme de changement de mode est inséré entre le premier et le deuxième moyen de combinaison de puissance. Un tel emplacement du mécanisme de changement de mode permet d' obtenir l' optimisation des deux machines électriques avec deux rapports de transmission du mécanisme de changement de mode et des conditions de couple à transmettre par ce mécanisme moins contraignant. Ainsi, on peut proposer un mécanisme de changement de mode plus simple, par exemple, à l' aide d'un seul train d' engrenage épicycloïdal et deux freins ou embrayages. D ' autres caractéristiques et avantages de l' invention apparaîtront à la lecture de la description détaillée de quelques modes de réalisation pris à titre d'exemples non limitatifs et illustrés par les dessins annexés, selon lesquels : la figure 1 est une illustration d'un premier mode de réalisation de la transmission ; la figure 2 est une illustration du premier mode de réalisation de la transmission lorsque le moyen d' immobilisation de l' arbre d' entrée de la transmission est actionné ; - la figure 3 est une illustration d'un deuxième mode de réalisation de la transmission ; la figure 4 est une illustration d'un troisième mode de réalisation de la transmission ; et la figure 5 est une illustration d'un moyen actionnable d' immobilisation.According to another variant, the mode change mechanism is inserted between the first and the second power combination means. Such a location of the mode change mechanism makes it possible to obtain the optimization of the two electric machines with two transmission ratios of the mode change mechanism and the torque conditions to be transmitted by this less restrictive mechanism. Thus, a simpler mode change mechanism can be provided, for example, using a single epicyclic gear train and two brakes or clutches. Other features and advantages of the invention will appear on reading the detailed description of some embodiments taken as non-limiting examples and illustrated by the attached drawings, in which: FIG. 1 is an illustration of a first embodiment of the transmission; Figure 2 is an illustration of the first embodiment of the transmission when the means for immobilizing the input shaft of the transmission is actuated; FIG. 3 is an illustration of a second embodiment of the transmission; Fig. 4 is an illustration of a third embodiment of the transmission; and Figure 5 is an illustration of an actuable means of immobilization.

Comme illustré sur la figure 1 , la transmission comprend une chaîne cinématique 1 reliant un moteur 2 aux roues 3 du véhicule. La chaîne cinématique 1 comprend un premier moyen de combinaison de puissance 4 apte à combiner, avec la puissance transmise par la chaîne cinématique 1 , la puissance fournie ou reçue par une première machine électrique 5. La chaîne cinématique 1 comprend également un deuxième moyen de combinaison de puissance 6 apte à combiner, avec la puissance transmise par la chaîne cinématique 1 , la puissance fournie ou reçue par une deuxième machine électrique 7. La transmission comprend également un moyen d' immobilisation 8 d'un arbre d' entrée 9 du moteur 2.As illustrated in Figure 1, the transmission comprises a kinematic chain 1 connecting a motor 2 to the wheels 3 of the vehicle. The kinematic chain 1 comprises a first power combining means 4 capable of combining with the power transmitted by the chain. kinematic 1, the power supplied or received by a first electrical machine 5. The kinematic chain 1 also comprises a second power combination means 6 able to combine, with the power transmitted by the kinematic chain 1, the power supplied or received by a second electric machine 7. The transmission also comprises a means of immobilization 8 of an input shaft 9 of the engine 2.

On appellera Pt, ωt, Tt respectivement la puissance, la vitesse de rotation et le couple fournis par le moteur thermique 2 à l' arbre d' entrée 9 de la transmission. On appellera de même P l , ω l , T l respectivement la puissance, la vitesse de rotation et le couple fournis à la transmission par la première machine électrique 5 , et P2, ω2, T2 les grandeurs correspondantes issues de la deuxième machine électrique et enfin Pr, ωr, Tr respectivement la puissance, la vitesse de rotation et le couple fournis à la transmission par les roues 3 du véhicule. Les conventions de signes sont telles que les chiffres des puissances Pt, P l , P2, Pr sont positifs lorsque de la puissance est fournie à la transmission et négatifs dans le cas contraire. On a Pt > 0 car le moteur thermique 2 ne peut pas fonctionner comme récepteur. Chacune des machines électriques 5 , 7 peuvent être des moteurs ou des générateurs et de préférence des alterno-démarreurs. Ainsi, P l et P2 peuvent être positifs ou négatifs. De même, en cas de décélération, les roues 3 peuvent fournir de la puissance à la transmission et Pr est positif. Lorsque la transmission entraîne les roues 3 , Pr est négatif. Chacune des puissances est égale au produit de la vitesse de rotation par le couple fourni correspondant. Ce type de transmission est dit « à dérivation de puissance » car lorsque l'une des machines électriques 5 ou 7 fonctionne en génératrice et l'autre en motrice, la puissance générée par la machine génératrice est transmise à la machine motrice de sorte que la puissance fournie à la transmission est P 1 +P2.The power, the rotational speed and the torque supplied by the heat engine 2 to the input shaft 9 of the transmission will be referred to as Pt, ωt, and Tt, respectively. Similarly, the power, the rotational speed and the torque supplied to the transmission by the first electrical machine 5, and P2, ω2, T2, the corresponding quantities resulting from the second electrical machine and P 1, ω 1, T 1, respectively, will be called finally Pr, ωr, Tr respectively the power, the rotational speed and the torque supplied to the transmission by the wheels 3 of the vehicle. The sign conventions are such that the numbers of powers Pt, P l, P2, Pr are positive when power is supplied to the transmission and negative in the opposite case. We have Pt> 0 because the heat engine 2 can not function as a receiver. Each of the electrical machines 5, 7 may be motors or generators and preferably alternator-starters. Thus, P l and P2 can be positive or negative. Similarly, in case of deceleration, the wheels 3 can provide power to the transmission and Pr is positive. When the transmission drives the wheels 3, Pr is negative. Each of the powers is equal to the product of the speed of rotation by the corresponding supplied torque. This type of transmission is called "power bypass" because when one of the electrical machines 5 or 7 operates as a generator and the other motor, the power generated by the generating machine is transmitted to the prime mover so that the power supplied to the transmission is P 1 + P2.

Chacun des moyens de combinaison de puissance 4, 6 ont comme effet que la vitesse de rotation ωt de l' arbre d' entrée 9 et la vitesse de rotation ωr des roues s ' expriment d'une façon générale sous forme d'une combinaison linéaire des vitesses de rotation des deux machines électriques. On a :Each of the power combination means 4, 6 has the effect that the rotation speed ωt of the input shaft 9 and the rotation speed ωr of the wheels are generally expressed under form of a linear combination of rotational speeds of the two electrical machines. We have :

Figure imgf000009_0001
Figure imgf000009_0001

Comme la somme des quatre puissances est nulle, on en déduit : ωt.Tt+ω l .T l +ω2.T2+ ωr.Tr =0 et :Since the sum of the four powers is zero, we deduce: ωt.Tt + ω l .T l + ω2.T2 + ωr.Tr = 0 and:

Figure imgf000009_0002
Figure imgf000009_0002

Les coefficients A, B, C, D sont fixes et dépendent du type d' engrenage utilisé dans la chaîne cinématique 1. On voit que quelle que soit la structure de la chaîne cinématique 1 de la transmission à dérivation de puissance,The coefficients A, B, C, D are fixed and depend on the type of gearing used in the driveline 1. It can be seen that irrespective of the structure of the driveline 1 of the power bypass transmission,

Figure imgf000009_0003
Figure imgf000009_0003

II ressort des équations (c) qu' il est possible d' entraîner les roues avec une puissance (-Pr) proportionnelle à la puissance P2 fournie par la deuxième machine 7. La première machine 5 doit fonctionner en génératrice avec une puissance proportionnelle à P2 de manière que l' arbre 9 et le moteur thermique 2 ne soient pas entraînés en rotation. Lorsqu' on actionne le moyen d' immobilisation 8, par exemple lorsque l'on freine et bloque l'arbre d' entrée 9, le moyen d' immobilisation peut encaisser un couple Tt non nul. Seule la vitesse ωt de l' arbre du moteur thermique est nulle. On a :

Figure imgf000010_0001
It emerges from equations (c) that it is possible to drive the wheels with a power (-Pr) proportional to the power P2 supplied by the second machine 7. The first machine 5 must operate as a generator with a power proportional to P2 so that the shaft 9 and the heat engine 2 are not rotated. When actuating the immobilizing means 8, for example when braking and blocking the input shaft 9, the immobilizing means can cash a non-zero torque Tt. Only the speed ωt of the engine shaft is zero. We have :
Figure imgf000010_0001

L 'interprétation des équations (d) met en évidence que dans le mode de réalisation illustré en figure 1 , dont la chaîne cinématique 1 est caractérisée par les paramètres A, B, C et D, l' actionnement du moyen d' immobilisation 8 fait que tout se passe comme si la chaîne cinématique avait la configuration illustrée en figure 2.The interpretation of equations (d) shows that in the embodiment illustrated in FIG. 1, whose kinematic chain 1 is characterized by the parameters A, B, C and D, the actuation of the immobilizing means 8 causes that everything happens as if the driveline had the configuration shown in figure 2.

Dans la figure 2, la première machine électrique 5 entraîne un arbre commun 10 par l' intermédiaire d'un dispositif d' engrenage ayant un rapport de transmission -A. De même, la deuxième machine électrique 7 entraîne le même arbre commun 10 à travers un dispositif d' engrenage ayant un rapport de transmission B. L ' arbre commun 10 a une vitesse de rotation -A.ωi = Bω2 et entraîne les roues 3 du véhicule par un mécanisme d' engrenage ayant un rapport de transmission . Autrement dit, lorsque le moyen d' immobilisation 8 est actionné, un lien de proportionnalité est établi entre les vitesses ω l et ω2. En revanche, aucun lien n' est établi sur les couples T l et T2 générés par les machines électriques 5 et 7. Les deux machines 5 et 7 peuvent être motrices et leur puissance est intégralement transmise aux roues 3 du véhicule. Le couple (-Tr) auquel est soumis le moyen d' immobilisationIn Fig. 2, the first electrical machine 5 drives a common shaft 10 through a gear device having a transmission ratio -A. Similarly, the second electric machine 7 drives the same common shaft 10 through a gear device having a transmission ratio B. The common shaft 10 has a rotation speed -A.ωi = Bω 2 and drives the wheels 3 of the vehicle by a gear mechanism having a transmission ratio. In other words, when the immobilizing means 8 is actuated, a proportionality link is established between the speeds ω 1 and ω 2. On the other hand, no link is established on the pairs T 1 and T 2 generated by the electric machines 5 and 7. The two machines 5 and 7 can be driving and their power is entirely transmitted to the wheels 3 of the vehicle. The torque (-Tr) to which the immobilization means is subjected

8 est donné par la formule :8 is given by the formula:

(- jy) = -| - 7ï + |r2 (e)(- jy) = - | - 7i + | r2 (e)

Le moyen d' immobilisation 8 sert bien de point d' appui à la chaîne cinématique 1 pour renvoyer toute la puissance des deux machines électriques 5 et 7 vers les roues 3 du véhicule.The immobilizing means 8 serves as a fulcrum for the kinematic chain 1 to return all the power of the two electrical machines 5 and 7 to the wheels 3 of the vehicle.

Comme illustré dans la figure 3 , la chaîne cinématique 1 relie l'arbre d' entrée 9 aux roues 3 du véhicule. Le premier moyen de combinaison de puissance 4 comprend un train d' engrenage épicycloïdal 1 1. Le deuxième moyen de combinaison de puissance 6 comprend une roue dentée 12a montée fixe sur un arbre 12 d' entraînement des roues 3 du véhicule. La première machine électrique 5 , de vitesse de rotation ω l , entraîne le planétaire du premier train épicycloïdal l i a travers deux roues d'engrenage ayant comme rapport de transmission Kl . L' arbre 9 entraîne directement le porte-satellite du premier train épicycloïdal 1 1. La couronne du premier train épicycloïdal 1 1 entraîne la roue dentée 12a à travers un dispositif d'engrenage ayant un rapport de transmission K. L ' arbre 12 de sortie de la transmission a une vitesse de rotation ωr. La deuxième machine électrique 7, dont la vitesse de rotation est ω2, entraîne également la roue dentée 12a à travers un dispositif d'engrenage ayant un rapport de transmission K2. Les couples communiqués à la roue dentée 12a par les dispositifs de rapport K et K2 s ' ajoutent. Zc et Zp sont les nombres de dents respectivement de la couronne et du planétaire du premier train épicycloïdal 1 1.As illustrated in Figure 3, the drive train 1 connects the input shaft 9 to the wheels 3 of the vehicle. The first power combining means 4 comprises a gear train 1. The second power combining means 6 comprises a toothed wheel 12a fixedly mounted on a shaft 12 for driving the wheels 3 of the vehicle. The first electric machine 5, of rotational speed ω l, drives the sun gear of the first epicyclic gear train through two gear wheels having as transmission ratio K1. The shaft 9 directly drives the planet carrier of the first epicyclic gear train 1. The crown of the first epicyclic gear train 1 1 drives the toothed wheel 12a through a gear device having a transmission ratio K. The output shaft 12 the transmission has a rotation speed ωr. The second electric machine 7, whose rotational speed is ω 2, also drives the toothed wheel 12a through a gear device having a transmission ratio K2. The couples communicated to the toothed wheel 12a by the ratio devices K and K2 are added. Zc and Zp are the numbers of teeth respectively of the ring gear and the sun gear of the first epicyclic gear train 1 1.

Dans cette configuration particulière de la chaîne cinématique 1 , les vitesses de rotation sont liées par l' équation matricielle suivante :In this particular configuration of the kinematic chain 1, the rotational speeds are linked by the following matrix equation:

Figure imgf000011_0001
Figure imgf000011_0001

On retrouve la structure générale envisagée dans le premier mode de réalisation. Dans le deuxième mode de réalisation le coefficient C est nul. Cela a pour conséquence qu' en l' absence de moyens d' immobilisation 8, seule la deuxième machine électrique 7 peut entraîner les roues 3 du véhicule. L' introduction du moyen d' immobilisation 8 est particulièrement utile pour le deuxième mode de réalisation. Comme illustré dans la figure 4, le moteur thermique 2 d'un troisième mode de réalisation entraîne un arbre d' entrée 9, lequel entraîne un premier arbre 13 à travers un dispositif d' engrenage 14 ayant un rapport de transmission déterminé. Le premier train épicycloïdal 1 1 présente trois entrées : porte-satellite, planétaire et couronne. La première entrée entraîne également le premier arbre 13. La première machine électrique 5 entraîne une deuxième entrée du premier train épicycloïdal l i a travers un dispositif d' engrenage 15.We find the general structure envisaged in the first embodiment. In the second embodiment the coefficient C is zero. This has the consequence that in the absence of immobilizing means 8, only the second electric machine 7 can drive the wheels 3 of the vehicle. The introduction of the immobilizing means 8 is particularly useful for the second embodiment. As illustrated in FIG. 4, the heat engine 2 of a third embodiment drives an input shaft 9, which drives a first shaft 13 through a gear device 14 having a specified transmission ratio. The first epicyclic gear train 1 1 has three inputs: planet carrier, sun gear and crown. The first input also drives the first shaft 13. The first electrical machine 5 drives a second input of the first epicyclic gear through a gear device 15.

L' arbre 9 est muni d'un moyen actionnable d' immobilisation 8.The shaft 9 is provided with an actuable means of immobilization 8.

La chaîne cinématique 1 comprend également un deuxième train épicycloïdal 16 également à trois entrées. La première entrée du deuxième train épicycloïdal est entraînée par le premier arbre 13. La deuxième machine électrique 7 entraîne un deuxième arbre 17 de la transmission par l' intermédiaire d'un dispositif d' engrenage 18. Le deuxième arbre 17 de la transmission entraîne la deuxième entrée du deuxième train d' engrenage épicycloïdal 16. La troisième entrée du train épicycloïdal 16 entraîne les roues 3 du véhicule à travers un dispositif d' engrenage 19. La chaîne cinématique 1 du troisième mode de réalisation comprend également un mécanisme de changement de mode 20 reliant un troisième arbre 17a à un quatrième arbre 21. Le mécanisme de changement de mode 20 comprend un troisième train d' engrenage épicycloïdal ternaire 22 et deux freins 23 et 24. Deux des entrées du train épicycloïdal 22 sont reliées aux arbres 17a et 21. La troisième entrée est soit rendue solidaire de l' arbre 17a par le frein 23 , soit immobilisée par rapport à un châssis 20a de la transmission par le frein 24. Ces deux possibilités entraînent deux rapports de transmission différents entre l' arbre 17a et l' arbre 21. La troisième entrée du train épicycloïdal 1 1 est reliée aux roues du véhicule 3 par l' intermédiaire du quatrième arbre 21 , du mécanisme de changement de mode 20, du troisième arbre 17a, du deuxième arbre 17 et du deuxième train d' engrenage épicycloïdal 16.The kinematic chain 1 also comprises a second epicyclic gear train 16 also with three inputs. The first input of the second epicyclic gear is driven by the first shaft 13. The second electrical machine 7 drives a second shaft 17 of the transmission via a gear device 18. The second shaft 17 of the transmission causes the second input of the second epicyclic gear train 16. The third input of the epicyclic gear train 16 drives the wheels 3 of the vehicle through a gear device 19. The drive train 1 of the third embodiment also includes a mode change mechanism. Connecting the third shaft 17a to a fourth shaft 21. The mode change mechanism 20 comprises a third ternary epicyclic gear train 22 and two brakes 23 and 24. Two of the inputs of the epicyclic gear train 22 are connected to the shafts 17a and 21 The third input is either made integral with the shaft 17a by the brake 23, or immobilized with respect to a The two possibilities result in two different transmission ratios between the shaft 17a and the shaft 21. The third input of the epicyclic gear train 11 is connected to the wheels of the vehicle 3 via the fourth shaft 21, the mode change mechanism 20, the third shaft 17a, the second shaft 17 and the second epicyclic gear train 16.

Cette description recouvre 216 variantes différentes selon l' affectation du porte-satellite, du planétaire et de la couronne à chacun des trois entrées des trains épicycloïdaux. Il y a six combinaisons possibles pour chacun des trains épicycloïdaux 1 1 , 16, 22. Pour chacune de ces variantes, il serait possible de déterminer en fonction des dentures de chacun des trains épicycloïdaux, la valeur correspondante des coefficients A, B, C et D envisagés dans le premier mode de réalisation. Lorsque le moyen d'immobilisation 8 n' est pas actionné, les deux machines électriques 5 et 7 contribuent à dériver une partie de la puissance transmise entre le moteur thermique 2 et les roues 3 de manière que le rapport de transmission ωr/ωt varie. Une telle configuration de chaînes cinématiques permet de minimiser la proportion de puissance dérivée par la voie électrique à la fois pour une plage de faibles valeurs de rapport de transmission, lorsque l'un des freins 23 ou 24 est actionné, et à la fois pour une plage de rapport de transmission de valeurs élevées, lorsque l' autre frein est actionné.This description covers 216 different variants according to the assignment of the planet carrier, the sun gear and the ring gear to each of the three inputs of the planetary gear trains. There are six possible combinations for each of the planetary gear trains 1 1, 16, 22. For each of these variants, it would be possible to determine, according to the teeth of each of the planetary gear trains, the value corresponding coefficients A, B, C and D considered in the first embodiment. When the immobilizing means 8 is not actuated, the two electrical machines 5 and 7 contribute to diverting a portion of the power transmitted between the heat engine 2 and the wheels 3 so that the transmission ratio ωr / ωt varies. Such a kinematic system configuration makes it possible to minimize the proportion of power derived by the electrical path both for a range of low transmission ratio values, when one of the brakes 23 or 24 is actuated, and for both a transmission ratio range of high values, when the other brake is actuated.

Comme illustré sur la figure 5 , l'arbre d'entrée 9 de la chaîne cinématique 1 est entraîné par un moteur thermique (non représenté) par l' intermédiaire d'un amortisseur de couple 35. Le moyen actionnable 8 d' immobilisation de l' arbre d' entrée 9 comprend un dispositif multidisques 25 dont une pluralité de disques 25a est entraîné par une tôle 26 solidaire en rotation de l' arbre d'entrée 9 et par une pluralité de disques 25b solidaires en rotation d'un carter 27. Les deux pluralités de disques 25a et 25b sont libres en translation parallèlement à l' axe de l' arbre 9. Le carter 27 présente une butée axiale 28. Un piston 29 mobile en translation est apte à comprimer les uns contre les autres les deux pluralités de disques 25a et 25b contre la butée axiale 28 du carter 27. Un ressort de rappel 36, logé dans le carter 27, est apte à repousser axialement le piston 29 de façon à décomprimer le dispositif multidisques 25 et à laisser libre en rotation la pluralité de disques 25a par rapport à la pluralité de disques 25b. Le piston 29 est avantageusement déplacé de manière hydraulique grâce au remplissage sous pression d'une réserve d'huile (non représentée) . Alternativement, le piston 29 peut être déplacé axialement de manière mécanique ou électromécanique. L 'arbre d'entrée 9 de la transmission est monté à rotation sur un flasque 30 par un roulement à bille 31. Un joint à lèvre 32 assure l' étanchéité entre l'arbre d' entrée 9 et le flasque 30. La tôle 26 est liée en rotation à l'arbre d' entrée 9 par un corps d'entraînement 33 situé axialement à proximité du roulement à bille 31. La tôle 26 présente une partie de jupe 34 entourant radialement le roulement à bille 31 de manière que le dispositif multidisques 25 soit décalé axialement par rapport au corps d' entraînement 33 dans la direction du roulement à bille 31 . Les disques du dispositif multidisques 25 présente un diamètre supérieur au diamètre de la jupe 34 de sorte qu'un nombre restreint de disques peut suffire à encaisser la valeur maximum que peut prendre le couple d'appui Tr défini dans l'équation (e). De plus, la position décalée axialement des pluralités de disques 25a et 25b permet d' obtenir un moyen actionnable d' immobilisation 8 particulièrement compact axialement. As illustrated in FIG. 5, the input shaft 9 of the drive train 1 is driven by a heat engine (not shown) via a torque damper 35. The actuable means 8 for immobilizing the drive train input shaft 9 comprises a multi-disc device 25 of which a plurality of discs 25a is driven by a sheet 26 integral in rotation with the input shaft 9 and by a plurality of discs 25b integral in rotation with a housing 27. The two pluralities of discs 25a and 25b are free in translation parallel to the axis of the shaft 9. The housing 27 has an axial stop 28. A piston 29 movable in translation is able to compress the two pluralities against each other. of discs 25a and 25b against the axial stop 28 of the casing 27. A return spring 36, housed in the casing 27, is able to axially push the piston 29 so as to decompress the multi-disc device 25 and to allow free rotation of the disk 25a with respect to the plurality of disks 25b. The piston 29 is advantageously hydraulically displaced by the pressure filling of an oil reserve (not shown). Alternatively, the piston 29 can be moved axially mechanically or electromechanically. The input shaft 9 of the transmission is rotatably mounted on a flange 30 by a ball bearing 31. A lip seal 32 seals between the input shaft 9 and the flange 30. The sheet 26 is connected in rotation to the input shaft 9 by a drive body 33 located axially close to the ball bearing 31. The plate 26 has a skirt portion 34 surrounding radially the ball bearing 31 so that the multi-disc device 25 is offset axially with respect to the driving body 33 in the direction of the ball bearing 31. The disks of the multidisc device 25 has a diameter greater than the diameter of the skirt 34 so that a small number of disks can be sufficient to cash the maximum value that can take the support torque Tr defined in equation (e). In addition, the axially offset position of the pluralities of discs 25a and 25b makes it possible to obtain a particularly axially compact actuating means of immobilization 8.

Claims

REVENDICATIONS 1 -Transmission à dérivation de puissance comprenant une chaîne cinématique ( 1 ) entre un arbre d' entrée (9) entraîné par un moteur thermique (2) et des roues (3) de véhicule automobile, la chaîne cinématique ( 1 ) comprenant un premier moyen de combinaison de la puissance (4, 1 1 ) issue d'une première machine électrique (5) et un deuxième moyen de combinaison de la puissance (6, 12a, 16) issue d'une deuxième machine électrique (7), caractérisée par le fait qu' elle comprend un moyen actionnable d' immobilisation (8) de l'arbre d' entrée (9) entraîné par le moteur thermique (2).1 - power bypass transmission comprising a kinematic chain (1) between an input shaft (9) driven by a heat engine (2) and wheels (3) of a motor vehicle, the kinematic chain (1) comprising a first means for combining the power (4, 1 1) from a first electric machine (5) and a second power combining means (6, 12a, 16) from a second electric machine (7), characterized in that it comprises an actuable means for immobilizing (8) the input shaft (9) driven by the heat engine (2). 2-Transmission selon la revendication 1 , dans laquelle le moyen d' immobilisation (8) comprend un actionneur (29) apte à amener ledit moyen (8) en position d' immobilisation et comprend un ressort de rappel (36) apte à amener ledit moyen (8) en position libre, automatiquement dès que l' actionneur (29) n' est pas actionné.2-transmission according to claim 1, wherein the immobilizing means (8) comprises an actuator (29) adapted to bring said means (8) in the immobilization position and comprises a return spring (36) adapted to bring said means (8) in the free position, automatically as soon as the actuator (29) is not actuated. 3-Transmission selon la revendication 1 ou 2, dans laquelle le moyen actionnable d' immobilisation (8) de l' arbre d' entrée (9) comprend un dispositif multidisquess (25) présentant une pluralité de disques (25a) liés en rotation à l' arbre d' entrée (9) et une pluralité de disques (25b) liés en rotation à un carter (27) de la transmission ; les deux pluralités de disques (25a, 25b) étant pressées les unes contre les autres lorsque ledit moyen (8) est en position d' immobilisation.3-transmission according to claim 1 or 2, wherein the actuatable means of immobilization (8) of the input shaft (9) comprises a multidisquess device (25) having a plurality of disks (25a) rotatably connected to the input shaft (9) and a plurality of disks (25b) rotatably connected to a housing (27) of the transmission; the two pluralities of discs (25a, 25b) being pressed against each other when said means (8) is in the immobilization position. 4-Transmission selon l'une quelconque des revendications précédentes, dans laquelle le premier moyen (4) de combinaison de puissance comprend au moins un premier train d' engrenages épicycloïdal ( 1 1 ) présentant trois entrées ; la première entrée étant reliée à l' arbre d' entrée (9) entraîné par le moteur thermique, la deuxième entrée étant reliée à la première machine électrique ( 15) et la troisième entrée étant reliée aux roues (3) du véhicule. 5-Transmission selon l'une quelconque des revendications 1 à4-transmission according to any one of the preceding claims, wherein the first power combining means (4) comprises at least a first epicyclic gear train (1 1) having three inputs; the first input being connected to the input shaft (9) driven by the heat engine, the second input being connected to the first electric machine (15) and the third input being connected to the wheels (3) of the vehicle. 5-transmission according to any one of claims 1 to 4, comprenant un mécanisme de changement de mode (20) muni d'au moins deux arbres de sortie ( 17a, 21 ) et d' au moins deux freins ou embrayages (23 , 24), et présentant, entre les deux arbres ( 17a, 21 ), au moins deux rapports de transmission fixes, selon l' état d'actionnement des deux freins (23 , 24).4, comprising a mode change mechanism (20) provided with at least two output shafts (17a, 21) and at least two brakes or clutches (23, 24), and having, between the two shafts (17a , 21), minus two fixed gear ratios, depending on the operating state of the two brakes (23, 24). 6-Transmission selon la revendication 4, dans laquelle les roues (3) du véhicule sont reliés à la troisième entrée du premier train d' engrenage épicycloïdal et à la deuxième machine électrique (7) par des portions de chaîne cinématique à rapport de transmission constants.6-transmission according to claim 4, wherein the wheels (3) of the vehicle are connected to the third input of the first epicyclic gear train and the second electrical machine (7) by constant transmission ratio kinematic chain portions . 7-Transmission selon l'une quelconque des revendications 1 à7-Transmission according to any one of claims 1 to 5 , dans laquelle le deuxième moyen de combinaison de puissance (6) comprend un deuxième train d'engrenage épicycloïdal ( 16) présentant trois entrées, la première entrée étant reliée à l' arbre d' entrée (9) entraîné par le moteur thermique (2), la deuxième entrée étant reliée à la deuxième machine électrique (7) et la troisième entrée étant reliée aux roues (3) du véhicule. 8-Transmission selon la revendication 4 ou 7, dans laquelle au moins l'un des trains d' engrenage épicycloïdal ( 1 1 , 16) est relié à l'arbre d' entrée (9) entraîné par le moteur thermique (2) et/ou à la machine électrique correspondante (5 , 7) par des portions de chaîne cinématique à rapports de transmission constants. 9-Transmission selon les revendications 5 et 7 prises dans leur ensemble, dans laquelle le mécanisme de changement de mode (20) est inséré entre le deuxième moyen de combinaison de puissance (6) et la deuxième machine électrique (7).5, wherein the second power combining means (6) comprises a second epicyclic gear train (16) having three inputs, the first input being connected to the input shaft (9) driven by the heat engine ( 2), the second input being connected to the second electrical machine (7) and the third input being connected to the wheels (3) of the vehicle. 8-Transmission according to claim 4 or 7, wherein at least one of the epicyclic gear trains (1 1, 16) is connected to the input shaft (9) driven by the heat engine (2) and or the corresponding electrical machine (5, 7) by kinematic chain portions with constant transmission ratios. 9-transmission according to claims 5 and 7 taken together, wherein the mode change mechanism (20) is inserted between the second power combining means (6) and the second electric machine (7). 10-Transmission selon les revendications 5 et 7 prises dans leur ensemble, dans laquelle le mécanisme de changement de mode (20) est inséré entre le premier ( 1 1 ) et le deuxième ( 16) moyen de combinaison de puissance. The transmission according to claims 5 and 7 taken as a whole, wherein the mode change mechanism (20) is inserted between the first (1 1) and the second (16) power combining means.
PCT/FR2007/051919 2006-10-25 2007-09-12 Transmission that diverts power and can lock up the input shaft of the transmission driven by the combustion engine of a vehicle Ceased WO2008050010A2 (en)

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FR0654514A FR2907720B1 (en) 2006-10-25 2006-10-25 POWER DERIVATION TRANSMISSION AND BLOCKING OF THE INPUT SHAFT OF THE TRANSMISSION DRIVEN BY THE THERMAL ENGINE OF A VEHICLE.

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US7004868B2 (en) * 2001-07-23 2006-02-28 Nissan Motor Co., Ltd. Drivetrain for a vehicle
EP1456050B1 (en) * 2001-12-06 2009-07-08 van Druten, Roell Marie Method for propelling a vehicle as well as drive unit
US6994360B2 (en) * 2003-09-22 2006-02-07 Ford Global Technologies, Llc Controller and control method for a hybrid electric vehicle powertrain
US7204222B2 (en) * 2004-02-17 2007-04-17 Toyota Jidosha Kabushiki Kaisha Drive system and automobile

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US8835469B2 (en) 2009-07-31 2014-09-16 Cadila Healthcare Limited Substituted benzamide derivatives as glucokinase (GK) activators

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