WO2005108143A1 - Parallel-hybrid drive system for vehicles - Google Patents

Parallel-hybrid drive system for vehicles Download PDF

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Publication number
WO2005108143A1
WO2005108143A1 PCT/IB2005/001365 IB2005001365W WO2005108143A1 WO 2005108143 A1 WO2005108143 A1 WO 2005108143A1 IB 2005001365 W IB2005001365 W IB 2005001365W WO 2005108143 A1 WO2005108143 A1 WO 2005108143A1
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WO
WIPO (PCT)
Prior art keywords
parallel
drive system
hybrid drive
electric machine
per
Prior art date
Application number
PCT/IB2005/001365
Other languages
French (fr)
Inventor
Alcide Arlotti
Original Assignee
Alcide Arlotti
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Filing date
Publication date
Application filed by Alcide Arlotti filed Critical Alcide Arlotti
Publication of WO2005108143A1 publication Critical patent/WO2005108143A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/04—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism
    • F16H63/06—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism the final output mechanism having an indefinite number of positions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • 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
    • F16H55/00—Elements with teeth or friction surfaces for conveying motion; Worms, pulleys or sheaves for gearing mechanisms
    • F16H55/32—Friction members
    • F16H55/52—Pulleys or friction discs of adjustable construction
    • F16H55/56—Pulleys or friction discs of adjustable construction of which the bearing parts are relatively axially adjustable
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/04—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism
    • F16H63/06—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism the final output mechanism having an indefinite number of positions
    • F16H63/065—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism the final output mechanism having an indefinite number of positions hydraulic actuating 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/04—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism
    • F16H63/06—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism the final output mechanism having an indefinite number of positions
    • F16H63/067—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism the final output mechanism having an indefinite number of positions mechanical actuating means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a new parallel-hybrid drive system for vehicles, in particular a system in which an internal-combustion engine and an electric machine are present, the latter machine having a dual alternative function of drive motor and current generator.
  • the present invention finds convenient, even though non-exclusive, use in motor vehicles prevalently for urban use with automatic gear change.
  • the typical parallel-hybrid engine with a single electric machine is made up of an internal-combustion engine, coupled (possibly by means of a clutch) on the same axle to an electric machine, which in turn is connected, by means of a speed gear change, to the transmission that drives the wheels of the vehicle.
  • the internal-combustion engine supplies the average power used, and mainly three cases may arise: - the power that can be supplied by the internal-combustion engine to the wheels is higher than the power necessary to advance the vehicle; in this case, the electric machine behaves as a generator and converts the excess mechanical energy into electrical energy, thus charging the accumulators; - the power that can be supplied by the internal-combustion engine to the wheels is lower than the power necessary to advance the vehicle; in this case, the electric machine behaves as a drive motor, thus providing the missing power; - in the case of braking and deceleration of the vehicle, the electric machine behaves as a current generator, thus recovering at least a part of the kinetic energy of the vehicle.
  • the power exchanged between the drive system and the wheels must pass through the gear change, which has an efficiency of its own, or, if the vehicle has an automatic gear change, through a continuously variable transmission (CVT) , which is characterized by an even lower efficiency.
  • CVT continuously variable transmission
  • the aim of the present invention is to provide a hybrid drive system which will overcome the drawbacks of the systems described above particularly with reference to vehicles designed for urban use, which are characterized by low speeds and continuous accelerations and decelerations, where vehicle- handling requirements impose the adoption of an automatic continuously variable transmission (i.e., without manual gear change) and where market demand calls for an economically advantageous manufacturing solution for said transmission, such as, for example, the one provided by a non-metal drive belt, made of reinforced rubber or the like.
  • Figure 1 shows the working diagram.
  • Figure 2 represents a partially sectioned view of a possible embodiment of the pulley 21 and of the speed-variator device 25 of Figure 1.
  • Figure 3 represents the view, according to the direction designated by A, of details of Figure 2.
  • Figure 4 is a partially sectioned view of other details of Figure 2 according to the direction designated by the arrow B.
  • Figure 5 is a partially sectioned view of details of Figure 4 according to the direction designated by the arrow C.
  • Figure 6 is a partially sectioned view of a further possible embodiment of the pulley 21 and of the speed-variator device 25 of Figure 1.
  • the drive system comprises an internal-combustion engine 10 with controlled or spontaneous ignition, connected, via a drive shaft 11, to a continuously variable transmission assembly designated as a whole by 20, which comprises within it a speed-variator device 25 of an electromechanical or hydraulic or pneumatic type.
  • a clutch 12 preferably an electrically actuated one, which divides the shaft 11 into two parts 11a and lib.
  • the assembly 20 is connected to an electric machine 50 via a shaft 40, on which there can be set a clutch 41 operated by centrifugal force or an electrically actuated one, which divides the shaft 40 into two parts 40a and 40b.
  • the electric machine 50 is of one of the known types (asynchronous, with permanent magnets, etc.) and has the dual alternative function of drive motor and current generator. Said machine 50 is controlled by a power electronics (inverter) 51, connected to a pack of accumulators 52, which are charged by the electric machine, when this functions as generator, and supply electrical energy to the machine, when this is functioning as motor.
  • a power electronics (inverter) 51 connected to a pack of accumulators 52, which are charged by the electric machine, when this functions as generator, and supply electrical energy to the machine, when this is functioning as motor.
  • the shaft 40b is also an input shaft of usual fixed-ratio mechanical-transmission means designated as a whole by 55, which connect it to the axle shafts 56 and to the wheels 60 of the vehicle; the assembly 55 can comprise an idling position which decouples the shaft 40b from the wheels.
  • An electronic processor for general control of the vehicle (CPU) 70 receiving the signals of the position sensor of the accelerator pedal, of the speed control of the vehicle, and of the state of charge of the batteries, interacts with the inverter 51, with the regulation system proper to the internal-combustion engine 10, and with the speed-variator device 25, which, as is described in greater detail hereinafter, determines the instantaneous transmission ratio of the assembly 20 (the interactions are indicated by the dashed line in Figure 1) .
  • the actuation is determined by the processor 70.
  • the transmission 20 may be made up, in particular, of an input pulley 21 and an output pulley 22 connected together by a metal or non-metal V-belt 23.
  • Figure 2 illustrates a possible embodiment of the input pulley 21 and of the speed-variator device 25.
  • Said pulley is made up of a pair of half-pulleys 21a and 21b, which define, between them, a V-shaped race of variable width in order to vary the diameter of winding of the belt 23 and consequently the transmission ratio K.
  • the half-pulley 21a is rigidly fixed to the shaft lib, whilst the half-pulley 21b is axially mobile with respect to the half-pulley 21a under a dual thrust determined by an external actuator 24 and by reaction rollers 30.
  • the actuator 24 for example of an electro-mechanical type, has one end 24a, which can turn around a fixed pin 15, and one axially mobile end 24b, which exerts a thrust on a forked lever 26 and can turn on a fixed pin 27, which in turn determines an axial thrust on the ring 28, said axial thrust being transmitted by the bearing 29 to the half-pulley 21b.
  • the thrust of the actuator By varying the thrust of the actuator, the axial thrust on the half-pulley 21b varies, determining the different transmission ratios .
  • the half-pulley 21b is driven in rotation by the shaft lib by means of two or more rollers 30, which can turn with respect to pins 31 that are radially inserted in the shaft lib and can slide within helical grooves 32 made in an area corresponding to the internal diameter of the half-pulley 21b.
  • the grooves are inclined in such a way that the thrust exerted by the rollers 30 has both a tangential component of pull and an axial component, which pushes the half-pulley 21b towards the half-pulley 21a in accordance with the thrust exerted by the actuator 24.
  • the function of inclination of the grooves, which determines the axial thrust, is that of reducing the amount of thrust that the actuator 24 has to transmit, with a dual benefit: - reduction of the size of the actuator 24 and of the energy absorbed thereby; and - reduction of the axial load acting on the bearing 29 and of the axial load transmitted to the shaft lib, with reduction of the dissipated power and increase in reliability.
  • the half-pulley 21b can move between two end positions which determine the range of variation of the transmission ratio, from the short ratio, in which the belt 23 is wound around the minimum diameter (in this position the half-pulley 21b is at the maximum distance from the half-pulley 21a and bears upon an arrest thrust-bearing, which is rigidly fixed to the end of the shaft lib), to the long ratio, in which the belt is wound around its maximum diameter (the position represented by a dashed line in Figure 2) .
  • Figure 3 illustrates a possible embodiment of the forked lever 26, which is, in particular, a contact by means of two sliding blocks with the ring 28.
  • Figures 4 and 5 illustrate a solution with two thrust rollers 30 engaged in two helical grooves 32.
  • the thrust rollers must number two or more than two and be set at equal angular distances apart.
  • Figure 6 represents a solution alternative to that of Figure 2, in which the thrust on the half-pulley 21b is determined not only by the actuator 24 and by the thrust rollers 30 but also by centrifugal masses 35.
  • Said centrifugal masses 35 (two or more than two in number and set at equal angular distances apart) rotate on pins 35a, which belong to a thrust-bearing 36, which is rigidly fixed on the shaft lib, and push, by means of rollers 38, on a disk 37, which is fixed, by means of screws 39, to the half-pulley 21b and is free to slide together with the latter on the shaft lib.
  • This solution enables a further reduction in the thrust of the actuator 24, thus increasing the benefits already described for the solution illustrated in Figure 2.
  • the driven pulley 22 is, in turn, made up, in accordance with the known art, of two half-pulleys, of which one is axially mobile with respect to the other under the thrust of a spring and of other reaction devices that are sensitive to the transmitted torque, in such a way as to adapt the working diameter of the belt inversely to the working diameter of the drive pulley 21. This said, it is possible to make the following considerations on the operation of the hybrid engine described.
  • the internal-combustion engine 10 is turned off, and at least one of the clutches 12 and 41 is disengaged.
  • the electric motor 50 drives both forwards and backwards by reversing its own direction of rotation and, at the same time, recovers energy during braking, deceleration and downhill driving. In all these cases, the power is transmitted without passing through the transmission assembly 20 and hence without suffering from the penalty of efficiency of the latter, with an increase in mileage that is possible in a pure electrical mode given the same size of the pack of accumulators of electrical energy.
  • the transmission assembly 20 thus has a short ratio. As the vehicle moves, one of the three cases described below may arise.
  • the drive system comprises just the clutch 12 (i.e., the clutch 41 is not present) ; in this case, when a given speed of the vehicle is reached, approximately 15 to 20 km/h, the number of revolutions of the shaft lib (equal to that of the electric machine 50) divided by the transmission ratio K is equal to that of the shaft 11a, and the clutch 12, which is preferably of an electrically actuated type, is engaged, without any appreciable loss of energy due to friction in so far as the two shafts 11a and lib are turning at the same speed.
  • the clutch 12 may be actuated by the same thrust system of the device 25.
  • the internal-combustion engine is connected to the drive and is caused to operate at its nominal power and nominal r.p.m.
  • the speed-variator device 25 continuously adapts the transmission ratio K of the assembly 20 in such a way that Equation 1 is satisfied.
  • the electric machine 50 behaves as a generator and converts the excess of mechanical energy into electrical energy, charging the pack of accumulators 52.
  • the electric machine 50 behaves as a driving motor, thus supplying the missing power.
  • the electric machine behaves as a current generator, thus recovering at least a part of the kinetic energy of the vehicle.
  • the drive system comprises just the clutch 41 (i.e., the clutch 12 is not present) ; this case is similar to the previous one except for the fact that the clutch 41 is engaged when the r.p.m. of the electric motor 50 (i.e., of the shaft 40b) is equal to that of the shaft 40a (i.e., equal to the r.p.m. of the internal-combustion engine 10 multiplied by the transmission ratio K) .
  • the clutch 41 may be of an electrically actuated type or of a centrifugal mechanical type. In the latter case, the masses for engagement of the clutch must be set on the side of the shaft 40a and, in order to bring about engagement, the speed of rotation of the internal-combustion engine 10 must be increased with respect to the value that it has when the vehicle is stationary.
  • the drive system comprises both the clutch 12 and the clutch 41; in this case, first the clutch 12 is engaged, so setting the assembly 20 in rotation and then the clutch 41 according to the modalities referred to in case b.
  • This solution presents the advantage that, with the clutch 41 disengaged, it is possible for the vehicle to function in the pure electrical mode without driving the assembly 20, and, with the clutch 12 disengaged, it is possible for the internal-combustion engine 10 to function at minimum r.p.m. without driving the assembly 20.
  • the power supplied by the electric machine 50 operating as motor as likewise the regeneration of energy during braking, deceleration or downhill driving by the machine 50 itself, does not pass through the transmission assembly 20.
  • the mechanical means 55 of transmission to the wheels may comprise an idle position designed to separate the wheels of the vehicle from the internal-combustion engine/electric machine assembly.

Abstract

A parallel-hybrid drive system for vehicles (20) comprises: an internal-combustion engine (10); an electric machine (50), which is able to function both as driving motor and as generator of electric power; electric-power accumulator means (52) associated to said electric machine (50), and mechanical means of transmission (55) to the wheels. The internal-combustion engine (10) is connected to the shaft (40) of the electric machine (50) via the continuously variable transmission assembly (20) controlled by a speed-variator device (25), said shaft (40) also being an input shaft for the means (55).

Description

"PARALLEL-HYBRID DRIVE SYSTEM FOR VEHICLES"
TECHNICAL FIELD
The present invention relates to a new parallel-hybrid drive system for vehicles, in particular a system in which an internal-combustion engine and an electric machine are present, the latter machine having a dual alternative function of drive motor and current generator. The present invention finds convenient, even though non-exclusive, use in motor vehicles prevalently for urban use with automatic gear change.
BACKGROUND ART
Known hybrid drive systems may be reduced to two main categories: series-hybrid and parallel-hybrid.
a) In the case of series-hybrid vehicles, all the power necessary for traction is provided by an electric motor, supplied both by a current generator and by electric-power accumulators charged by the same generator, which is in turn actuated by an internal-combustion engine. The internal- combustion engine supplies the average power used at one or more fixed regimes, in conditions that are theoretically favourable as regards pollutant emissions and consumption levels. However, the double conversion of energy from mechanical into electrical (at the generator) and from electrical into mechanical (at the drive motor) leads to an efficiency that is on the whole clearly inferior to that of a purely mechanical transmission, in effect partly nullifying the improvements that can be obtained.
b) In the case of parallel-hybrid vehicles, at least a part of the power of the internal-combustion engine can be transmitted mechanically directly to the wheels, with increased efficiency but also complexity of the system. There exist many known types of parallel-hybrid systems, which, generally speaking, can be divided into systems with just one electric machine and systems with two electric machines. In regard to the cost, the weight, and the overall dimensions, systems with just one electric machine are evidently more convenient, in particular if the vehicles are aimed at a prevalently urban use, which is characterized by low travelling speeds and low power demand.
The typical parallel-hybrid engine with a single electric machine is made up of an internal-combustion engine, coupled (possibly by means of a clutch) on the same axle to an electric machine, which in turn is connected, by means of a speed gear change, to the transmission that drives the wheels of the vehicle. The internal-combustion engine supplies the average power used, and mainly three cases may arise: - the power that can be supplied by the internal-combustion engine to the wheels is higher than the power necessary to advance the vehicle; in this case, the electric machine behaves as a generator and converts the excess mechanical energy into electrical energy, thus charging the accumulators; - the power that can be supplied by the internal-combustion engine to the wheels is lower than the power necessary to advance the vehicle; in this case, the electric machine behaves as a drive motor, thus providing the missing power; - in the case of braking and deceleration of the vehicle, the electric machine behaves as a current generator, thus recovering at least a part of the kinetic energy of the vehicle.
In all cases, the power exchanged between the drive system and the wheels must pass through the gear change, which has an efficiency of its own, or, if the vehicle has an automatic gear change, through a continuously variable transmission (CVT) , which is characterized by an even lower efficiency. DISCLOSURE OF INVENTION The aim of the present invention is to provide a hybrid drive system which will overcome the drawbacks of the systems described above particularly with reference to vehicles designed for urban use, which are characterized by low speeds and continuous accelerations and decelerations, where vehicle- handling requirements impose the adoption of an automatic continuously variable transmission (i.e., without manual gear change) and where market demand calls for an economically advantageous manufacturing solution for said transmission, such as, for example, the one provided by a non-metal drive belt, made of reinforced rubber or the like.
The advantages that can be obtained with the present invention derive from the combination of the characteristics referred to in Claim 1. Further characteristics and advantageous embodiments are indicated in the dependent claims.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will be illustrated in detail in what follows with the aid of the attached figures, which illustrate an embodiment thereof, purely by way of non-exclusive example.
Figure 1 shows the working diagram. Figure 2 represents a partially sectioned view of a possible embodiment of the pulley 21 and of the speed-variator device 25 of Figure 1.
Figure 3 represents the view, according to the direction designated by A, of details of Figure 2.
Figure 4 is a partially sectioned view of other details of Figure 2 according to the direction designated by the arrow B. Figure 5 is a partially sectioned view of details of Figure 4 according to the direction designated by the arrow C.
Figure 6 is a partially sectioned view of a further possible embodiment of the pulley 21 and of the speed-variator device 25 of Figure 1.
BEST MODE FOR CARRYING OUT THE INVENTION
With initial reference to the diagram of Figure 1, the drive system comprises an internal-combustion engine 10 with controlled or spontaneous ignition, connected, via a drive shaft 11, to a continuously variable transmission assembly designated as a whole by 20, which comprises within it a speed-variator device 25 of an electromechanical or hydraulic or pneumatic type. Between the engine 10 and the assembly 20 there can be set a clutch 12, preferably an electrically actuated one, which divides the shaft 11 into two parts 11a and lib.
The assembly 20 is connected to an electric machine 50 via a shaft 40, on which there can be set a clutch 41 operated by centrifugal force or an electrically actuated one, which divides the shaft 40 into two parts 40a and 40b.
The electric machine 50 is of one of the known types (asynchronous, with permanent magnets, etc.) and has the dual alternative function of drive motor and current generator. Said machine 50 is controlled by a power electronics (inverter) 51, connected to a pack of accumulators 52, which are charged by the electric machine, when this functions as generator, and supply electrical energy to the machine, when this is functioning as motor.
The shaft 40b is also an input shaft of usual fixed-ratio mechanical-transmission means designated as a whole by 55, which connect it to the axle shafts 56 and to the wheels 60 of the vehicle; the assembly 55 can comprise an idling position which decouples the shaft 40b from the wheels.
An electronic processor for general control of the vehicle (CPU) 70, receiving the signals of the position sensor of the accelerator pedal, of the speed control of the vehicle, and of the state of charge of the batteries, interacts with the inverter 51, with the regulation system proper to the internal-combustion engine 10, and with the speed-variator device 25, which, as is described in greater detail hereinafter, determines the instantaneous transmission ratio of the assembly 20 (the interactions are indicated by the dashed line in Figure 1) .
If the clutches 12 and 41 are electrically actuated, the actuation is determined by the processor 70.
The transmission assembly 20 can be made in various ways. The important point is that it should be adjusted instantaneously in such a way that, with the clutches 12 and 41 engaged, if Nt is the r.p.m. of the internal-combustion engine 10, Ne the r.p.m. of the electric machine 50, K the instantaneous transmission ratio of the assembly 20, we have: (1) K = Ne/Nt where Ne varies in a way directly proportional to the number of turns of the wheels, whereas Nt may be constant for certain ranges of speed of the vehicle.
The transmission 20 may be made up, in particular, of an input pulley 21 and an output pulley 22 connected together by a metal or non-metal V-belt 23.
Figure 2 illustrates a possible embodiment of the input pulley 21 and of the speed-variator device 25. Said pulley is made up of a pair of half-pulleys 21a and 21b, which define, between them, a V-shaped race of variable width in order to vary the diameter of winding of the belt 23 and consequently the transmission ratio K.
The half-pulley 21a is rigidly fixed to the shaft lib, whilst the half-pulley 21b is axially mobile with respect to the half-pulley 21a under a dual thrust determined by an external actuator 24 and by reaction rollers 30.
The actuator 24, for example of an electro-mechanical type, has one end 24a, which can turn around a fixed pin 15, and one axially mobile end 24b, which exerts a thrust on a forked lever 26 and can turn on a fixed pin 27, which in turn determines an axial thrust on the ring 28, said axial thrust being transmitted by the bearing 29 to the half-pulley 21b. By varying the thrust of the actuator, the axial thrust on the half-pulley 21b varies, determining the different transmission ratios .
The half-pulley 21b is driven in rotation by the shaft lib by means of two or more rollers 30, which can turn with respect to pins 31 that are radially inserted in the shaft lib and can slide within helical grooves 32 made in an area corresponding to the internal diameter of the half-pulley 21b. The grooves are inclined in such a way that the thrust exerted by the rollers 30 has both a tangential component of pull and an axial component, which pushes the half-pulley 21b towards the half-pulley 21a in accordance with the thrust exerted by the actuator 24. The function of inclination of the grooves, which determines the axial thrust, is that of reducing the amount of thrust that the actuator 24 has to transmit, with a dual benefit: - reduction of the size of the actuator 24 and of the energy absorbed thereby; and - reduction of the axial load acting on the bearing 29 and of the axial load transmitted to the shaft lib, with reduction of the dissipated power and increase in reliability.
The half-pulley 21b can move between two end positions which determine the range of variation of the transmission ratio, from the short ratio, in which the belt 23 is wound around the minimum diameter (in this position the half-pulley 21b is at the maximum distance from the half-pulley 21a and bears upon an arrest thrust-bearing, which is rigidly fixed to the end of the shaft lib), to the long ratio, in which the belt is wound around its maximum diameter (the position represented by a dashed line in Figure 2) .
Figure 3 illustrates a possible embodiment of the forked lever 26, which is, in particular, a contact by means of two sliding blocks with the ring 28.
Figures 4 and 5 illustrate a solution with two thrust rollers 30 engaged in two helical grooves 32. The thrust rollers must number two or more than two and be set at equal angular distances apart.
Figure 6 represents a solution alternative to that of Figure 2, in which the thrust on the half-pulley 21b is determined not only by the actuator 24 and by the thrust rollers 30 but also by centrifugal masses 35. Said centrifugal masses 35 (two or more than two in number and set at equal angular distances apart) rotate on pins 35a, which belong to a thrust-bearing 36, which is rigidly fixed on the shaft lib, and push, by means of rollers 38, on a disk 37, which is fixed, by means of screws 39, to the half-pulley 21b and is free to slide together with the latter on the shaft lib. This solution enables a further reduction in the thrust of the actuator 24, thus increasing the benefits already described for the solution illustrated in Figure 2. The driven pulley 22 is, in turn, made up, in accordance with the known art, of two half-pulleys, of which one is axially mobile with respect to the other under the thrust of a spring and of other reaction devices that are sensitive to the transmitted torque, in such a way as to adapt the working diameter of the belt inversely to the working diameter of the drive pulley 21. This said, it is possible to make the following considerations on the operation of the hybrid engine described.
Operation in a purely electrical mode
In this mode of operation, the internal-combustion engine 10 is turned off, and at least one of the clutches 12 and 41 is disengaged. The electric motor 50 drives both forwards and backwards by reversing its own direction of rotation and, at the same time, recovers energy during braking, deceleration and downhill driving. In all these cases, the power is transmitted without passing through the transmission assembly 20 and hence without suffering from the penalty of efficiency of the latter, with an increase in mileage that is possible in a pure electrical mode given the same size of the pack of accumulators of electrical energy.
Operation in a hybrid mode
When the vehicle starts, at least one of the clutches 12 and 41 is disengaged, the internal-combustion engine 10 is idling at a low speed, and the drive is ensured just by the electric motor 50. The transmission assembly 20 thus has a short ratio. As the vehicle moves, one of the three cases described below may arise. a) The drive system comprises just the clutch 12 (i.e., the clutch 41 is not present) ; in this case, when a given speed of the vehicle is reached, approximately 15 to 20 km/h, the number of revolutions of the shaft lib (equal to that of the electric machine 50) divided by the transmission ratio K is equal to that of the shaft 11a, and the clutch 12, which is preferably of an electrically actuated type, is engaged, without any appreciable loss of energy due to friction in so far as the two shafts 11a and lib are turning at the same speed. The clutch 12 may be actuated by the same thrust system of the device 25.
The internal-combustion engine is connected to the drive and is caused to operate at its nominal power and nominal r.p.m. The speed-variator device 25 continuously adapts the transmission ratio K of the assembly 20 in such a way that Equation 1 is satisfied.
When the power that can be supplied by the internal-combustion engine to the wheels is greater than the power necessary for causing the vehicle to advance, the electric machine 50 behaves as a generator and converts the excess of mechanical energy into electrical energy, charging the pack of accumulators 52. When, instead, the power that can be supplied by the internal-combustion engine to the wheels is less than the power necessary for causing the vehicle to advance, the electric machine 50 behaves as a driving motor, thus supplying the missing power. In the event of braking, deceleration or downhill driving of the vehicle, the electric machine behaves as a current generator, thus recovering at least a part of the kinetic energy of the vehicle. The nominal power and r.p.m. of the internal-combustion engine are set according to the type of service but are also appropriately modified very slowly by the control processor 70 according to whether the pack of accumulators of electrical energy tends to discharge or to overcharge in time. b) The drive system comprises just the clutch 41 (i.e., the clutch 12 is not present) ; this case is similar to the previous one except for the fact that the clutch 41 is engaged when the r.p.m. of the electric motor 50 (i.e., of the shaft 40b) is equal to that of the shaft 40a (i.e., equal to the r.p.m. of the internal-combustion engine 10 multiplied by the transmission ratio K) . The clutch 41 may be of an electrically actuated type or of a centrifugal mechanical type. In the latter case, the masses for engagement of the clutch must be set on the side of the shaft 40a and, in order to bring about engagement, the speed of rotation of the internal-combustion engine 10 must be increased with respect to the value that it has when the vehicle is stationary.
c) The drive system comprises both the clutch 12 and the clutch 41; in this case, first the clutch 12 is engaged, so setting the assembly 20 in rotation and then the clutch 41 according to the modalities referred to in case b. This solution presents the advantage that, with the clutch 41 disengaged, it is possible for the vehicle to function in the pure electrical mode without driving the assembly 20, and, with the clutch 12 disengaged, it is possible for the internal-combustion engine 10 to function at minimum r.p.m. without driving the assembly 20.
In all cases, the power supplied by the electric machine 50 operating as motor, as likewise the regeneration of energy during braking, deceleration or downhill driving by the machine 50 itself, does not pass through the transmission assembly 20.
This leads to two major consequences: - an increase in the efficiency of the system as a whole; and - a marked reduction in the mechanical stresses on the transmission assembly 20, through which only the constant average power of the internal-combustion engine 10 passes, with consequent lower levels of wear, maintenance of efficiency over time, increase in reliability, and the possibility of using non-metal belts.
In the event of arrest of the vehicle, the operations occur in the reverse order: at a vehicle speed of approximately 10- 15 km/ , the clutch or clutches are disengaged, and the drive is provided just by the electric machine 50.
In addition, the mechanical means 55 of transmission to the wheels may comprise an idle position designed to separate the wheels of the vehicle from the internal-combustion engine/electric machine assembly.
The main advantages of the parallel-hybrid system described above, which are particularly important in the case of vehicles for urban use with automatic gear change (i.e., with a continuously variable transmission) using non-metal drive belts, are the following:
- lower fuel consumption and lower pollutant emissions, both as compared to series-hybrid systems (in so far as part of the thermal power is transmitted mechanically to the wheels) and as compared to other parallel-hybrid systems (in so far as the efficiency of the variable-ratio transmission assembly does not penalize either the power supplied by the electric machine functioning as motor or its recovery during braking, deceleration or downhill driving) ; and - the possibility of using a more economical continuously variable transmission with a non-metal belt (for example, a reinforced-rubber belt) in so far as the power to be transmitted through the belt itself is reduced and constant.

Claims

1. A parallel-hybrid drive system for vehicles (20), comprising: an internal-combustion engine (10); an electric machine (50) , which is able to function both as driving motor and as generator of electric power; electrical-energy accumulator means (52) associated to said electric machine (50) ; and mechanical means of transmission (55) to the wheels, said system being characterized in that said internal- combustion engine (10) is connected to the shaft (40) of the electric machine (50) via the continuously variable transmission assembly (20) controlled by a speed-variator device (25) , said shaft (40) also being an input shaft for the means (55) .
2. The parallel-hybrid drive system as per Claim 1, characterized in that set on the shaft (11) which connects the internal-combustion engine (10) to the continuously variable transmission assembly (20) is a clutch (12) .
3. The parallel-hybrid drive system as per Claim 1 or Claim 2, characterized in that set on the shaft (40) which connects the continuously variable transmission assembly (20) to the electric machine (50) is a clutch (41) .
4. The parallel-hybrid drive system as per any one of the preceding claims, characterized in that, with the clutch or clutches engaged, if these are present, the ratio of transmission (20) is continuously adapted to the speed- variator device (25) as a function of the speed of the vehicle so that the speed of the internal-combustion engine (10), which is independent of the speed of the vehicle, multiplied by said ratio is equal to the speed of the electric motor.
5. The parallel-hybrid drive system as per Claim 4, characterized in that said transmission assembly (20) is made up of two pulleys (21) and (22), both of which are formed by two half-pulleys, one of which is axially mobile, connected to a belt (23) and in that the ratio of said assembly is determined by a speed-variator device (25) comprising an actuator (24) controlled by a processor (70) .
6. The parallel-hybrid drive system as per Claim 5, characterized in that the thrust on the mobile half-pulley (21b) is determined not only by the actuator (24) but also by two or more rollers (30) set at equal angular distances apart, which can turn with respect to pins (31), radially inserted in the shaft (lib), and can slide within helical grooves (32) made in an area corresponding to the internal diameter of the half-pulley (21b) .
7. The parallel-hybrid drive system as per Claim 5, characterized in that the thrust on the mobile half-pulley (21b) is determined not only by the actuator (24) but also by thrust rollers (30) and by two or more centrifugal masses (35) set at equal angular distances apart, which can turn on pins of a thrust-bearing (36), rigidly fixed on the shaft (lib), and act on a disk (37) fixed to the half-pulley (21b) .
8. The parallel-hybrid drive system as per one or more of the preceding claims, characterized in that the transmission belt (23) is of a non-metal type (e.g., made of reinforced rubber or the like) .
9. The parallel-hybrid drive system as per one or more of the preceding claims, characterized in that engagement or disengagement of one or both of the clutches (12) and (41) is determined by the processor (70) since said processor is able to engage the clutch (12) also by means of the actuator (24), with an appropriate transmission.
10. The parallel-hybrid drive system as per one or more of the preceding claims, characterized in that associated to the electric machine (50) is an inverter (51), which, according to the signals received by the processor (70) , controls said electric machine (50), which can function as a motor or as a generator in either direction of rotation.
11. The parallel-hybrid drive system as per one or more of the preceding claims, characterized in that the mechanical means (55) of transmission to the wheels comprise an idle position designed to separate the wheels of the vehicle from the internal-combustion engine/electric machine assembly so as to enable recharging of the accumulators when the vehicle is stationary.
PCT/IB2005/001365 2004-05-11 2005-05-10 Parallel-hybrid drive system for vehicles WO2005108143A1 (en)

Applications Claiming Priority (2)

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ITRE2004A000052 2004-05-11
IT000052A ITRE20040052A1 (en) 2004-05-11 2004-05-11 PARALLEL HYBRID PROPULSION SYSTEM FOR VEHICLES

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WO2011051138A1 (en) * 2009-10-26 2011-05-05 Zf Friedrichshafen Ag Drivetrain of a vehicle
JP2014094595A (en) * 2012-11-07 2014-05-22 Nissan Motor Co Ltd Control unit of hybrid vehicle
JP2014097773A (en) * 2012-11-16 2014-05-29 Nissan Motor Co Ltd Control system of hybrid vehicle
JP2014113887A (en) * 2012-12-07 2014-06-26 Nissan Motor Co Ltd Hybrid-vehicle control device
JP2015033969A (en) * 2013-08-09 2015-02-19 いすゞ自動車株式会社 Hybrid system and hybrid vehicle
WO2019105506A1 (en) * 2017-11-28 2019-06-06 Schaeffler Technologies AG & Co. KG Hybrid drive train

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US6491602B1 (en) * 1999-04-06 2002-12-10 Hoehn Bernd-Robert Drive assembly
WO2003047898A1 (en) * 2001-12-06 2003-06-12 Van Druten Roell Marie Transmission system and method for driving a vehicle
US20040018903A1 (en) * 2002-07-25 2004-01-29 Izumi Takagi Automatic V-belt transmission

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Publication number Priority date Publication date Assignee Title
US6377883B1 (en) * 1999-04-05 2002-04-23 Honda Giken Kogyo Kabushiki Kaisha Control apparatus for hybrid vehicle
US6491602B1 (en) * 1999-04-06 2002-12-10 Hoehn Bernd-Robert Drive assembly
US6414453B1 (en) * 1999-09-07 2002-07-02 Honda Giken Kogyo Kabushiki Kaisha Control apparatus for hybrid vehicle
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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011051138A1 (en) * 2009-10-26 2011-05-05 Zf Friedrichshafen Ag Drivetrain of a vehicle
JP2014094595A (en) * 2012-11-07 2014-05-22 Nissan Motor Co Ltd Control unit of hybrid vehicle
JP2014097773A (en) * 2012-11-16 2014-05-29 Nissan Motor Co Ltd Control system of hybrid vehicle
JP2014113887A (en) * 2012-12-07 2014-06-26 Nissan Motor Co Ltd Hybrid-vehicle control device
JP2015033969A (en) * 2013-08-09 2015-02-19 いすゞ自動車株式会社 Hybrid system and hybrid vehicle
WO2019105506A1 (en) * 2017-11-28 2019-06-06 Schaeffler Technologies AG & Co. KG Hybrid drive train

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