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WO2020085753A1 - Convertisseur de couple à sec pour véhicule électrique et son procédé de commande - Google Patents

Convertisseur de couple à sec pour véhicule électrique et son procédé de commande Download PDF

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Publication number
WO2020085753A1
WO2020085753A1 PCT/KR2019/013866 KR2019013866W WO2020085753A1 WO 2020085753 A1 WO2020085753 A1 WO 2020085753A1 KR 2019013866 W KR2019013866 W KR 2019013866W WO 2020085753 A1 WO2020085753 A1 WO 2020085753A1
Authority
WO
WIPO (PCT)
Prior art keywords
eddy current
electric vehicle
output shaft
generating unit
torque converter
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/KR2019/013866
Other languages
English (en)
Korean (ko)
Inventor
최병기
이원호
신순철
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.)
Valeo Kapec Co Ltd
Original Assignee
Valeo Kapec Co Ltd
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 Valeo Kapec Co Ltd filed Critical Valeo Kapec Co Ltd
Publication of WO2020085753A1 publication Critical patent/WO2020085753A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed
    • F16D43/14—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members
    • F16D43/18—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members with friction clutching members
    • 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
    • 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
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed
    • F16D43/14—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members
    • 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
    • F16H3/46—Gearings having only two central gears, connected by orbital gears
    • F16H3/48—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears
    • F16H3/52—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears
    • F16H3/54—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears one of the central gears being internally toothed and the other externally toothed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0293—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being purely mechanical
    • F16H61/0295—Automatic gear shift control, e.g. initiating shift by centrifugal forces
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K49/00—Dynamo-electric clutches; Dynamo-electric brakes
    • H02K49/02—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type
    • H02K49/04—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type of the eddy-current hysteresis type
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K49/00—Dynamo-electric clutches; Dynamo-electric brakes
    • H02K49/02—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type
    • H02K49/04—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type of the eddy-current hysteresis type
    • H02K49/043—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type of the eddy-current hysteresis type with a radial airgap
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • 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
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • 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
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed
    • F16D43/14—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members
    • F16D2043/145—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members the centrifugal masses being pivoting
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D47/00—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings
    • F16D47/04—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings of which at least one is a freewheel
    • 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
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • 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
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • 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
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one 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
    • F16H2200/2066—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using one freewheel mechanism
    • 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
    • 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 present invention relates to a dry torque converter for an electric vehicle and a control method thereof, and more particularly, to a dry torque converter for an electric vehicle and its control to transmit power of a driving motor to a reducer using an electromagnetic force and a planetary gear. It's about how.
  • a torque converter is installed between a vehicle's engine and a transmission to transmit the driving force of the engine to the transmission using fluid.
  • a torque converter an impeller rotating by receiving the driving force of the engine, a turbine rotated by oil discharged from the impeller, and a reactor that increases the rate of torque change by directing the flow of oil refluxing to the impeller in the rotational direction of the impeller ( Also known as 'stator'.
  • the torque converter is equipped with a lock-up clutch (also called a 'damper clutch'), which is a means of directly connecting the engine and the transmission because the power transmission efficiency may decrease when the load acting on the engine increases.
  • the lock-up clutch is disposed between the front cover and the turbine directly connected to the engine, so that the rotational power of the engine can be transmitted directly to the turbine.
  • an eco-friendly vehicle that can substantially replace an internal combustion engine vehicle is required, and such an eco-friendly vehicle is usually an electric vehicle driven by a fuel cell or electricity as a power source.
  • the electric vehicle uses the driving force generated by using a driving motor in place of the engine and transmission, so it is difficult to apply a conventional torque converter that operates using a flow of fluid.
  • the first stage reduction gear is mainly applied to the electric vehicle due to the initial high torque of the driving motor and the convenience of control.
  • the development of a multi-stage speed reducer is in progress.
  • the multi-stage reducer has a problem in that the cost is increased because additional electric components such as a clutch actuator, a gear actuator, and a transmission control unit (TCU) are additionally required.
  • additional electric components such as a clutch actuator, a gear actuator, and a transmission control unit (TCU) are additionally required.
  • the present invention was invented to solve the problems as described above, and the problem to be solved by the present invention is advantageous because it does not add electrical equipment, and it is possible to reduce the size of the drive motor and the inverter of the electric vehicle. , To provide a dry torque converter for electric vehicles and a control method for reducing the current consumption of the driving motor during initial driving.
  • another object of the present invention is a dry torque converter for an electric vehicle and a control method for the electric vehicle to replace the conventional fluid-type torque converter by allowing to increase the speed ratio using the eddy current and increase the torque using the planetary gear.
  • a dry torque converter for an electric vehicle and a control method for the electric vehicle to replace the conventional fluid-type torque converter by allowing to increase the speed ratio using the eddy current and increase the torque using the planetary gear.
  • a dry torque converter for an electric vehicle for achieving this object is connected to an input shaft as a first element, connected to an output shaft as a second element, and a planetary variablely connected to a fixed portion as a third element Gear; At least one eddy current torque generator provided between the first element and the second element and generating an eddy current to be controlled by the speed of the output shaft; A front cover rotatably inserted into the housing of the drive motor and integrally mounted between the drive motor and the reduction gear, and integrally connected to the input shaft and the first element to embed the planetary gear; And a one-way clutch that intermittently connects the third element and the fixing part in one direction and is connected to each other. It includes.
  • the eddy current torque generating unit is a permanent magnet connected to the first element; And a centrifugal body disposed opposite to the permanent magnet, having conductivity, connected through a hinge arm hinged to the outer circumferential surface of the second element, and controlled by the speed of the output shaft.
  • the permanent magnet is disposed at a predetermined interval along the circumferential direction from the radially inner side of the front cover, and the centrifugal body may be connected to the second element through an elastic member.
  • N poles and S poles may be repeatedly disposed along the inner circumference of the front cover.
  • the eddy current torque generating unit When the speed of the output shaft is rotated beyond the set speed, the eddy current torque generating unit is in contact with the first and second elements as the outer circumferential surface of the centrifugal body moved so that the input shaft and the output shaft are directly connected to the permanent magnet.
  • the front cover can be directly connected to perform a lock-up function.
  • the eddy current torque generating unit may separate the first element and the second element according to the speed of the output shaft, or transmit power with eddy current torque.
  • the first element may be a sun gear
  • the second element may be a carrier
  • the third element may be a ring gear
  • the eddy current torque generators may be provided with a plurality of spaced apart at equal intervals along the circumferential direction of the second element.
  • a bearing for rotatably supporting the front cover from the housing may be interposed between the inner circumferential surface of the housing and the outer circumferential surface of the front cover.
  • the control method for a dry torque converter for an electric vehicle includes a first element connected to an input shaft, a second element connected to an output shaft, a third element variably connected to a fixed portion, and speed by a set gear ratio
  • the third element is fixedly controlled by the operation control of the one-way clutch provided between the third element and the fixed portion to control the torque output to the second element.
  • a first step of multiplying; The first element and the second element are generated by an eddy current by controlling the operation of the eddy current torque generating unit provided between the first element and the second element at a speed ratio higher than the gear ratio according to an increase in the speed of the output shaft.
  • the eddy current torque generating unit may be inoperatively controlled.
  • the first step may transmit a portion of the output shaft torque to the second element due to the non-operation of the eddy current torque generating unit.
  • the one-way clutch may be inoperatively controlled due to the operation of the eddy current torque generating unit.
  • the second step may transmit the torque of the output shaft to the second element and the eddy current torque generator due to the operation of the eddy current torque generator.
  • the one-way clutch is inoperatively controlled due to an operation in which the permanent magnet and the centrifugal body provided in the eddy current torque generating unit are in close contact, and generation of eddy current can be stopped.
  • the eddy current torque generating unit connects the front cover and the second element connected to the first element, and the input shaft and the due to non-operation of the one-way clutch.
  • a lock-up function that directly connects the input shaft and the output shaft may be performed so that the rotational speed of the output shaft is 1: 1.
  • an eddy current torque generating unit is provided between the first element (sun gear) and the second element (carrier) of the planetary gear, and the output shaft Non-occurrence of eddy current due to rotational speed or eddy current torque generated by eddy current to transmit power through unconnected or eddy current torque of the first and second elements, and a third element (ring gear) and fixing part with one-way clutch Because it is fixed or one-way rotation control, the torque is multiplied at the speed ratio by the gear ratio, and the eddy current torque is output at a speed ratio higher than the gear ratio.
  • the present invention can reduce the size of the drive motor and the inverter connected to the input shaft because the torque multiplication factor is large, and enters a fast high-efficiency area through high-speed rotation of the drive motor during initial driving to reduce the current consumption of the drive motor. It also works.
  • the present invention has the effect of reducing the manufacturing cost by controlling the output torque by increasing and rotating up to 0.8 of the input / output speed ratio by centrifugal force of the output speed without a separate actuator.
  • the present invention can be integrally mounted on the housing of the motor, the overall size can be reduced while promoting modularization.
  • the present invention increases the torque ratio using a planetary gear and increases the speed ratio using an eddy current, stops the generation of the eddy current when the rotation of the output shaft is higher than the set speed, and at the same time, stops the first and second elements and the front cover.
  • the torque of the drive motor can be directly transferred to the transmission, and the input and output speeds can be transmitted 1: 1, and there is also an effect of implementing all the functions of the conventional fluid torque converter. .
  • FIG. 1 is a block diagram of a dry torque converter for an electric vehicle according to an embodiment of the present invention.
  • FIG. 2 is a cross-sectional view of a dry torque converter for an electric vehicle according to an embodiment of the present invention.
  • FIG 3 is a side view of a dry torque converter for an electric vehicle according to an embodiment of the present invention.
  • FIG. 4 is an exploded partially cut-away perspective view of a dry torque converter for an electric vehicle according to an embodiment of the present invention.
  • FIG. 5 is a view showing a planetary gear operation applied to the dry torque converter for an electric vehicle according to an embodiment of the present invention, and an inoperative state of an eddy current torque generating unit.
  • FIG. 6 is a view showing an operation state of a planetary gear non-operation and eddy current torque generator applied to a dry torque converter for an electric vehicle according to an embodiment of the present invention.
  • FIG. 7 is a view showing a planetary gear operation applied to a dry torque converter for an electric vehicle according to an embodiment of the present invention, an operation of an eddy current torque generating unit, an eddy current generation interruption, and a lockup function execution state.
  • FIG. 8 is a table showing the operation of the eddy current torque generating unit and the one-way clutch controlled by the control method of the dry torque converter for an electric vehicle according to an embodiment of the present invention.
  • FIG. 9 is a table showing the operation of the planetary gear elements controlled by the control method of the dry torque converter for an electric vehicle according to an embodiment of the present invention.
  • ... unit means”, “... unit”, and “... absent” described in the specification refer to a unit of comprehensive configuration that performs at least one function or operation. it means.
  • a planetary gear when a planetary gear has one of the three elements as a fixed element, the other two elements operate as an input element and an output element, and have a gear ratio set between the input element and the output element.
  • the planetary gear has a characteristic that the torque sum of the input element and the output element and the fixed element becomes zero, and can transmit normal torque only at a speed ratio by a set gear ratio.
  • FIG. 1 is a configuration diagram of a dry torque converter for an electric vehicle according to an embodiment of the present invention
  • FIG. 2 is a cross-sectional view of a dry torque converter for an electric vehicle according to an embodiment of the present invention
  • FIG. 3 is an embodiment of the present invention
  • FIG. 4 is a partially cutaway exploded perspective view of a dry torque converter for an electric vehicle according to an embodiment of the present invention.
  • the dry torque converter for an electric vehicle includes the drive motor M between a drive motor M and a gearbox (GB) in a power train of the electric vehicle.
  • the housing 3 is integrally mounted.
  • the dry torque converter for an electric vehicle is configured to connect both between the drive motor M and the reducer GB to transfer the output torque of the drive motor M to the reducer GB.
  • the dry torque converter is connected to the drive motor (M) as an input shaft (1), connected to the reducer (GB) as an output shaft (2), the drive motor input to the input shaft (1)
  • the torque of M) is multiplied and transmitted and output to the reducer GB.
  • the dry torque converter configured as described above is provided with a first element 11, a second element 12, and a third element 13, and the planetary gear 10 connected to the input shaft 1 and the output shaft 2 is provided. ).
  • the first element 11 is connected to the input shaft 1
  • the second element 12 is connected to the output shaft 2
  • the third element 13 is It is variably connected to the fixing part 14.
  • the first element 11 is a sun gear S
  • the second element 12 is a carrier C connecting pinion gears P
  • the third element 13 is a ring gear R.
  • the first element (sun gear (S): 11) is connected to the input shaft (1), and the second element (carrier (C): 12) is connected to the output shaft (2).
  • the third element (ring gear (R): 13) is variably connected to the fixing part (14).
  • the fixing part 14 may be a power train of an electric vehicle or a body of an electric vehicle.
  • the dry torque converter according to the embodiment of the present invention may further include an eddy current torque generator 21, a front cover 22, and a one-way clutch 23.
  • the eddy current torque generating unit 21 is composed of a non-operating or non-contact electromagnetic coupling that is operated by an electromagnetic force generated by the eddy current.
  • the eddy current torque generating unit 21 is not operated due to lack of a set centrifugal force when the output shaft 2 is rotated at a low speed, and does not generate eddy current, and is operated by securing a set centrifugal force when the output shaft 2 is rotated at a high speed. Generate torque.
  • the eddy current torque generator 21 is between the first element 11 connected to the input shaft 1 and the second element 12 connected to the output shaft 2. Is placed on.
  • a plurality of the eddy current torque generators 21 may be spaced apart at equal intervals along the circumferential direction of the second element 12.
  • the eddy current torque generating unit 21 may include a permanent magnet 211 facing each other on both sides (radial reference) and a centrifugal body 212 having conductivity.
  • the permanent magnet 211 is connected to the first element 11.
  • the centrifugal body 212 is connected via a hinge arm 311 that is hinged to the outer circumferential surface of the second element 12 and can be controlled by the speed of the output shaft 2.
  • the hinge arm 311 is provided in plural and disposed at equal intervals along the circumferential direction on the second element 12 to be mounted as a hinge pin 312. These hinge arms 311 are connected via an elastic member 313 at different positions of the second element 12 adjacent to one side.
  • the front cover 22 is rotatably inserted into the housing 3 of the drive motor M between the drive motor M and the reducer GB to be integrally mounted.
  • the front cover 22 is integrally connected to the input shaft 1 and the first element 11.
  • a bearing B rotatably supporting the front cover 22 from the housing 3 may be interposed between the inner circumferential surface of the housing 3 and the outer circumferential surface of the front cover 22.
  • the front cover 22 can be smoothly rotated by the bearing (B) in a state where the outer peripheral surface is partially inserted into the housing (3).
  • front cover 22 is coupled to the back cover 24 provided on the output shaft 2 side, the planetary gear 10, the eddy current torque generator 21, and the one-way clutch 23 ).
  • the permanent magnets 211 are arranged at intervals set along the circumferential direction from the radially inner side of the front cover 22 connected to the first element 11.
  • the permanent magnet 211 may be repeatedly arranged N poles and S poles along the circumference of the inner circumferential surface of the front cover 22.
  • the hinge arm 311 centers the hinge pin 312 by the tensile force provided from the elastic member 313. In the radially inwardly maintained state, the centrifugal body 212 is moved away from the permanent magnet 211.
  • the input torque may be increased to the normal torque due to the gear ratio of the planetary gear 10 and transmitted to the reduction gear GB.
  • the hinge arm 311 may be rotated radially outward around the hinge pin 312 to allow the centrifugal body 212 to approach the permanent magnet 211.
  • an eddy current is generated between the centrifugal body 212 and the permanent magnet 211, and an eddy current torque is generated by the eddy current and transmitted to the first and second elements 11 and 12.
  • the eddy current is rotated at a different speed, the front cover 22 and the centrifugal body 211 provided with the permanent magnet 211, the rotational speed of the permanent magnet 211 and the centrifugal body 212 It is the current generated by the interaction caused by the difference.
  • power may be transmitted to the first and second elements 11 and 12 with eddy current torque. That is, when an eddy current torque is generated, the speed ratio between the input shaft 1 and the output shaft 2 is increased to a speed ratio higher than or equal to that of a gear.
  • the eddy current torque generated between the centrifugal body 212 and the permanent magnet 211 may be larger as the relative speed difference is larger.
  • the dry torque converter for an electric vehicle can implement the function of a conventional fluid torque converter. .
  • the eddy current torque generating unit 21 configured as described above is a magnetic force formed between the permanent magnet 211 and the centrifugal body 212 by eddy current torque, and the permanent magnet 211 and the centrifugal body 212 are mutually connected. It can be separated, or can be powered by eddy current torque.
  • the eddy current torque generating unit 21 separates the first element 11 and the second element 12 from each other or transmits power to the eddy current torque.
  • the centrifugal body may be generated by the hinge arm 311 ( As the 212) moves radially outward, the outer circumferential surface of the centrifugal body 212 may be in close contact with the permanent magnet 211.
  • the eddy current torque generator 21 may operate to generate an eddy current according to the magnitude of centrifugal force according to the rotational speed of the output shaft 2 or to perform a lock-up function.
  • the input shaft 1 and the output shaft 2 are directly connected to transmit input and output speeds 1: 1, and the drive motor
  • the torque of (M) can be transmitted directly to the transmission.
  • the one-way clutch 23 may be disposed between the third element 13 and the fixing part 14.
  • the one-way clutch 23 interrupts the one-way connection between the third element 13 and the fixing part 14.
  • the one-way clutch 23 can rotatably connect the third element 13 in one direction (eg, forward direction) and block rotation in the opposite direction (eg, reverse direction).
  • the one-way clutch 23 when the eddy current torque generating unit 21 is not operated, the one-way clutch 23 is operated to stop the third element 13. Conversely, when the eddy current torque generating unit 21 is operated, the one-way clutch 23 may be deactivated such that the eddy current torque generating unit 21 and the third element 13 are rotated in the forward direction. .
  • the third element 13 is fixed by the operation control of the one-way clutch 23, and the output of the second element 12 is torque multiplied normally. At this time, the eddy current torque generating unit 21 is not operated, thereby enabling normal control of the planetary gear 10.
  • the eddy current torque by the eddy current is generated by the operation of the eddy current torque generating unit 21. Accordingly, the first element 11 and the second element 12 transmit eddy current torque, so that the output of the second element 12 transmits torque.
  • the eddy current torque may increase the speed ratio more than the speed ratio by the gear ratio, and the one-way clutch 23 will be deactivated such that the third element 13 of the planetary gear 10 rotates in the forward direction. You can.
  • the one-way clutch 23 may be deactivated such that the third element 13 is rotated in the forward direction even when the eddy current torque generating unit 21 performs a lock-up function without generating eddy current.
  • FIG. 5 is a diagram showing the non-operational state of the planetary gear operation and the eddy current torque generating unit applied to the dry torque converter for the electric vehicle according to the embodiment of the present invention
  • FIG. 6 is the dry torque for the electric vehicle according to the embodiment of the present invention
  • the planetary gear applied to the converter is a view showing the operation state of the non-operating, eddy current torque generating unit
  • FIG. 7 is a planetary gear operation applied to the dry torque converter for an electric vehicle according to an embodiment of the present invention, the operation of the eddy current torque generating unit and the eddy current It is a diagram showing the state of interruption of occurrence and execution of the lockup function.
  • the planetary gear 10 When the electric vehicle is initially driven, the planetary gear 10 is operated, but the eddy current torque generating unit 21 is not operated due to lack of centrifugal force due to low-speed rotation of the output shaft 2 (A1) and does not generate eddy current. It does not. Therefore, torque caused by eddy currents is not generated.
  • the hinge arm 311 is rotated radially inward around the hinge pin 312 by the tensile force provided from the elastic member 313. To maintain. Accordingly, the centrifugal body 212 maintains an initial state away from the permanent magnet 211.
  • the one-way clutch 23 is operated to stop the third element 13 as the eddy current torque generating unit 21 is deactivated.
  • the input torque may be increased to the normal torque due to the gear ratio of the planetary gear 10 and transmitted to the reduction gear GB.
  • the hinge arm 311 may be rotated radially outward around the hinge pin 312 to allow the centrifugal body 212 to approach the permanent magnet 211.
  • the eddy current torque generating unit 21 is operated (A2), and an eddy current is generated between the centrifugal body 212 and the permanent magnet 211, and the eddy current torque generated by the eddy current is the first, And second elements 11, 12.
  • power may be transmitted to the first and second elements 11 and 12 with eddy current torque. That is, when an eddy current torque is generated, the speed ratio between the input shaft 1 and the output shaft 2 is increased to a speed ratio higher than or equal to that of a gear.
  • the eddy current torque generated between the centrifugal body 212 and the permanent magnet 211 may be larger as the relative speed difference is larger.
  • the eddy current torque increases the speed ratio of the centrifugal body 212 and the permanent magnet 211 to a set value (eg, 0.8 or more), so the dry torque converter for electric vehicles functions as a conventional fluid torque converter. Can be implemented.
  • the one-way clutch 23 is deactivated such that the eddy current torque generating unit 21 and the third element 13 are rotated in the forward direction. You can.
  • the hinge arm 311 is operated so that the centrifugal body 212 is brought into close contact with the permanent magnet 211 while turning radially outward around the hinge pin 312 (A3).
  • the eddy current torque generator 21 directly connects the input shaft 1 and the output shaft 2 while connecting the first and second elements 11 and 12 and the front cover 22.
  • the eddy current torque generating unit 21 is operated by the centrifugal force acting on the second element 12 while the rotational speed of the output shaft 2 is rotated above a set speed, and the input shaft 1 and the output shaft ( By directly connecting 2), the input and output speeds are transmitted 1: 1, and the torque of the drive motor M can be directly transmitted to the transmission.
  • the dry torque converter is described as an embodiment that is integrally mounted to the housing 3 of the driving motor M, but is not limited thereto, and instead of the driving motor M Therefore, it may be integrally mounted to the speed reducer (GB).
  • the dry torque converter for an electric vehicle configured as described above includes an input assembly, an output assembly, and a reactor assembly.
  • the input assembly is installed on the input shaft 1, the first element 11 connected to the input shaft 1, the front cover 22, the back cover 24, and the front cover 22 Permanent magnet 211 may be included.
  • the output assembly is disposed on the output shaft 2, the second element 12 connected to the output shaft 2, and the pinion gear P, and the second element 12, the permanent magnet 211 It may include the centrifugal body 212 facing the.
  • the reactor assembly may include the one-way clutch 23 interconnecting the third element 13 and the fixing part 14.
  • FIG. 8 is a table showing the operation of an eddy current torque generating unit and a one-way clutch controlled by a control method of a dry torque converter for an electric vehicle according to an embodiment of the present invention
  • FIG. 9 is an electric vehicle according to an embodiment of the present invention This table shows the operation of the planetary gear elements controlled by the control method for the dry torque converter.
  • the method for controlling a dry torque converter for an electric vehicle applies normal torque output to the second element 12 at a speed ratio (initial driving) by a gear ratio.
  • the third step includes directly connecting the input shaft 1 and the output shaft 2 by directly connecting the first and second elements 11 and 12 and the front cover 22.
  • the first step is a normal ratio that is output to the second element 12 by fixedly controlling the third element 13 with the operation control of the one-way clutch 23 at a speed ratio (initial driving) by a gear ratio. Multiply the torque.
  • the first step controls the eddy current torque generating unit 21 due to the operation of the one-way clutch 23 (see FIG. 5). Due to this, the third element 13 is fixed to the fixing portion 14.
  • the eddy current is not generated due to the non-operation of the eddy current torque generating unit 21. Therefore, a part of the torque of the output shaft 2 can be transmitted to the second element 12. .
  • the dry torque converter according to the embodiment of the present invention is inputted while the first element 11 is rotated in the forward direction due to the speed ratio due to the gear ratio of the planetary gear 10 during the initial driving of the electric vehicle equipped with it.
  • the second element 12 multiplies the input torque and outputs it to the reducer GB.
  • the third element 13 is fixed.
  • the permanent magnet 211 may maintain a state spaced apart from the centrifugal body 212 (see FIG. 5).
  • the eddy current generates eddy current torque, and the first element (sun gear: 11) and the second element (carrier: 12) transmit power to the generated eddy current torque to transmit the torque output to the second element (12). Can deliver.
  • the second step non-operationally controls the one-way clutch 23 due to the operation of the eddy current torque generating unit 21. Due to this, the third element 13 can rotate in the same direction (forward) as the first and second elements 11 and 12 rotating in the forward direction.
  • the second step is due to the eddy current torque generated by the operation of the eddy current torque generating unit 21, the torque of the output shaft 2 to the second element 12 and the eddy current torque generating unit 21 To deliver.
  • the permanent magnet 211 and the centrifugal body 212 that are close to each other may generate an eddy current due to an interaction due to a speed difference (see FIG. 6).
  • eddy current torque is generated by the influence of the magnetic force and eddy current of the permanent magnet 211, and the generated eddy current torque can increase the speed ratio.
  • the third element 13 is rotated in the input direction.
  • the centrifugal body 212 provided in the eddy current torque generating unit 21 is the permanent magnet ( 211) to control the operation of the eddy current torque generating unit 21.
  • the outer peripheral surface of the centrifugal body 212 rotated by the hinge arm 311 is in close contact with the permanent magnet 211, so that the second element 12 and the The front cover 22 is directly connected.
  • the eddy current torque generator 21 directly connects the first and second elements 11 and 12 and the front cover 22 to directly connect the input shaft 1 and the output shaft 2. You can.
  • the third step is non-operational control of the one-way clutch 23 due to the operation in which the permanent magnet 211 and the centrifugal body 212 are in close contact with the eddy current torque generating unit, and stops eddy current generation. can do.
  • the third element 13 can rotate in the same direction (forward) as the first and second elements 11 and 12 rotating in the forward direction, and the second element 12 is the first element It can be rotated at the same speed as (11).
  • the third step is the permanent magnet 211 and the centrifugal body 212 is in close contact with the eddy current torque generating unit 21 is connected to the first element 11, the front cover 22 and the agent
  • the two components 12 are connected, and the input shaft 1 and the output shaft (1) are configured such that the rotational speeds of the input shaft 1 and the output shaft 2 are 1: 1 due to the non-operation of the one-way clutch 23. 2) can be directly connected.
  • the dry torque converter according to the present embodiment is mounted between the drive motor M and the reducer GB in a power train for an electric vehicle, and the torque of the drive motor M is normal during initial driving.
  • the torque of the drive motor M is multiplied by the gear ratio or higher by the eddy current torque and transmitted to the reducer GB.
  • the eddy current torque generator 21 is operated to perform a lock-up function, so that the first and second elements 11 and 12 are directly connected to the input shaft ( By directly connecting 1) and the output shaft 2, the input and output speeds can be delivered 1: 1.
  • the dry torque converter for an electric vehicle and a control method thereof generate the eddy current torque between the first element (11: sun gear) and the second element (12: carrier) of the planetary gear 10 Equipped with a part (21) to the non-connected or eddy current torque of the first and second elements (11, 12) to the eddy current torque generated by the generation of eddy current or eddy current by the rotational speed of the output shaft (1)
  • Transmission power, and the third element (13: ring gear) and the fixing part 14 are fixed or controlled in one direction by the one-way clutch 23 to increase the torque at the speed ratio by the gear ratio, and to the gear ratio.
  • the eddy current torque can be output at or above the speed ratio.
  • the present invention can reduce the size of the drive motor (M) and the inverter connected to the input shaft (1) because the torque multiplication factor is large, fast and high efficiency through high-speed rotation of the drive motor (M) during initial driving
  • the current consumption of the driving motor M may be reduced by entering the region.
  • the present invention can reduce manufacturing cost by controlling the output torque by increasing and rotating up to 0.8 of the input / output speed ratio by centrifugal force of the output speed without a separate actuator.
  • the front cover 22 can be integrally mounted on the housing 3 of the driving motor M, overall size can be reduced while promoting modularization.
  • the present invention the torque multiplication using the planetary gear 10, and the speed ratio increase function using the eddy current of the eddy current torque generating unit 21, the rotation of the output shaft 2 when the rotation speed is greater than the eddy current
  • the drive motor M The torque of can be directly transmitted to the transmission, the input and output speeds can be transmitted 1: 1, and all the functions of the conventional fluid torque converter can be implemented.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Structure Of Transmissions (AREA)

Abstract

L'invention concerne un convertisseur de couple à sec pour véhicule électrique et son procédé de commande. Un convertisseur de couple à sec pour véhicule électrique selon un mode de réalisation de la présente invention comprend : un satellite, qui est relié à un arbre d'entrée au moyen d'un premier élément, qui est relié à un arbre de sortie au moyen d'un deuxième élément, et qui est relié de manière variable à une pièce de fixation au moyen d'un troisième élément ; au moins une pièce de génération de couple par courant de Foucault qui est disposée entre le premier élément et le deuxième élément, et qui génère un courant de Foucault de manière à ce que celui-ci soit régulé par la vitesse de l'arbre de sortie ; des embrayages à roue libre qui commandent une liaison unidirectionnelle entre le troisième élément et la pièce de fixation et qui sont reliés l'un à l'autre ; et un dispositif de verrouillage qui est disposé au niveau du deuxième élément de façon à être relié à la pièce de génération de couple par courant de Foucault, et qui relie directement l'arbre d'entrée et l'arbre de sortie tout en entrant sélectivement en contact avec le troisième élément au moyen d'une force centrifuge transmise à la pièce de génération de couple par courant de Foucault en fonction de la vitesse de rotation de l'arbre de sortie.
PCT/KR2019/013866 2018-10-25 2019-10-22 Convertisseur de couple à sec pour véhicule électrique et son procédé de commande Ceased WO2020085753A1 (fr)

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KR10-2018-0128221 2018-10-25
KR1020180128221A KR20200046699A (ko) 2018-10-25 2018-10-25 전기 자동차용 건식 토크 컨버터 및 그 제어방법

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KR102291121B1 (ko) * 2021-02-25 2021-08-20 주식회사 브이디알 차량용 2단 변속장치

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003500598A (ja) * 1999-05-21 2003-01-07 ツェットエフ、フリードリッヒスハーフェン、アクチエンゲゼルシャフト 自動車用駆動システム
KR20130002835A (ko) * 2011-06-29 2013-01-08 현대 파워텍 주식회사 차량용 감속장치
US8622859B2 (en) * 2009-06-10 2014-01-07 Czero Holding Company, Llc Systems and methods for hybridization of a motor vehicle using hydraulic components
JP2015122952A (ja) * 2009-03-10 2015-07-02 エディ・カーレント・リミテッド・パートナーシップ ブレーキング機構の改良およびそれに関する改善
KR101897759B1 (ko) * 2017-12-14 2018-09-12 주식회사 카펙발레오 차량용 토크 컨버터 및 그 제어방법

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003500598A (ja) * 1999-05-21 2003-01-07 ツェットエフ、フリードリッヒスハーフェン、アクチエンゲゼルシャフト 自動車用駆動システム
JP2015122952A (ja) * 2009-03-10 2015-07-02 エディ・カーレント・リミテッド・パートナーシップ ブレーキング機構の改良およびそれに関する改善
US8622859B2 (en) * 2009-06-10 2014-01-07 Czero Holding Company, Llc Systems and methods for hybridization of a motor vehicle using hydraulic components
KR20130002835A (ko) * 2011-06-29 2013-01-08 현대 파워텍 주식회사 차량용 감속장치
KR101897759B1 (ko) * 2017-12-14 2018-09-12 주식회사 카펙발레오 차량용 토크 컨버터 및 그 제어방법

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