Patent Application
20170326961
The present invention relates to a powertrain comprising a variable-speed transmission device and to a hybrid type motor vehicle using powertrain.
As it is already known, a hybrid type vehicle comprises a powertrain that uses, alone or in combination, as a traction/propulsion drive, an internal-combustion thermal engine with a variable-speed transmission and a rotary electrical machine connected to an electrical source, such as one or more batteries.
This combination affords the advantage of optimizing performance of the vehicle, notably by reducing the discharge of emissions to the atmosphere and by decreasing the fuel consumption. When the vehicle is to be driven with a high torque over a wide speed range while limiting exhaust gas and noise generation, as in an urban site, the electrical machine is preferably used. On the other hand, the thermal engine is used for driving the vehicle for driving with a high power requirement and a wide operating range.
A powertrain, notably for a hybrid vehicle, with a variable-speed transmission device including an epicyclic gear train with a sun gear and a crown gear connected each to the thermal engine shaft by a controlled clutch and to a fixed part of the powertrain by a one-way clutch and another epicyclic gear train connecting the engine epicyclic gear train to a transmission track for motion transmission to the drive axle of the vehicle has been disclosed in French patent application No. 2,962,697 filed by the applicant.
With a view to continuous improvement, the applicant has further enhanced this variable-speed transmission device. Indeed, as better described in the aforementioned application, upon gear change, the two controlled clutches are in such a position that the speed and the driving torque of the engine shaft are not transmitted to the crown gear and the sun gear. This has the drawback of causing a break in the transmission of speed and of the driving torque to the drive axle, which generates driver discomfort.
The present invention overcomes the aforementioned drawbacks by a simple and inexpensive layout providing speed and driving torque continuity upon gear change.
The invention therefore relates to a powertrain for a motor vehicle comprising a thermal engine, a variable-speed transmission including an engine epicyclic gear train with a sun gear carried by a hollow shaft and a crown gear carried by a hollow shaft surrounding the hollow shaft of the sun gear. The sun gear and the crown gear are each connected to the thermal engine shaft by a controlled clutch and to a fixed part of the vehicle by a one-way clutch, and a track for motion transmission to a drive axle, which it comprises a controlled connection between the two hollow shafts.
The controlled connection can comprise at least one radial pad housed in the wall of the sun gear shaft and cooperating with the crown gear shaft. The pad can have an upper end with a surface made of a friction material for connection with the hollow shaft of the crown gear. The pad can be housed in a radial bore running through the shaft wall and opening into a hollow chamber of the shaft.
The hollow chamber can be limited by at least part of the hollow shaft wall and two transverse partitions. The chamber can be connected to a pressurizing device.
The pressurizing device can comprise a delivery line for feeding a fluid to the hollow chamber and a pressure device. The pressure device can comprise a piston and a device for controlling this piston.
Advantageously, the fluid can be lubricating oil.
The invention also relates to a hybrid type motor vehicle that can comprise a powertrain as mentioned above and a driving/generating machine.
Other features and advantages of the invention will be clear from reading the description hereafter, given by way of non limitative example, with reference to the accompanying figures wherein:
In
Engine shaft 12 can also perform the function of a receiving shaft but, for description simplification reasons, this shaft will be referred to as engine shaft hereafter for distinguishing this shaft from other shafts of the transmission.
The powertrain also comprises a driving and generating machine 22 with a rotor 24. By way of example only, this machine is an electrical machine connected to batteries (not shown) that is used either as an electrical motor for propelling the vehicle or as a power generator for charging the batteries or powering the electrical accessories of the vehicle.
Variable-speed transmission 14 comprises a main epicyclic gear train 26, which is referred to as thermal engine epicyclic gear train having two controlled clutches 28 and 30, such as disc clutches, and two one-way automatic clutches, such as free wheels 32 and 34.
More precisely, engine epicyclic gear train 26 comprises a sun gear 36 with an externally toothed strip 38 carried by a flange 40. Flange 40 is fixedly mounted on a cylindrical hollow shaft 42, which is referred to as sun gear shaft, that surrounds engine shaft 12 while being free to rotate but is fixed to not translate with respect thereto. Free end 44 of shaft 42 rests on a bearing 46 carried by a fixed part 48 of the powertrain through one-way clutch 32, which is referred to as sun gear free wheel.
The sun gear hollow shaft is sealed by a partition 50 at end 44 thereof and carries, also in a sealed manner, an inner partition 52 that is housed in the hollow part of shaft 42 which is opposite to the free end of engine shaft 12, which limits a hollow chamber 54.
The gear train also comprises a crown gear 56 having an internally toothed ring 58 which is concentric to the sun gear, and a web 60 which is connected to a cylindrical hollow shaft 62, which is referred to as crown gear shaft, that surrounds the sun gear hollow shaft 42 which is free to rotate, but is fixed not translate with respect thereto. The crown gear is externally connected to fixed part 48 of the vehicle powertrain by one-way clutch 34, which is referred to as crown gear free wheel.
As is more visible in
Notably, the two free wheels 32 and 34 are positioned so that the crown gear 56 and sun gear 36 can rotate only in the same direction, and preferably in the same direction as engine shaft 12.
Finally, the engine epicyclic gear train comprises a planet gear carrier 64 with advantageously three planet gears 66 having externally toothed wheels, angularly spaced at the same angular interval with respect to one another (120° here) and meshing with the crown gear and the sun gear.
Ring 58 of the crown gear, strip 38 of the sun gear and planet gears 66 are located in the same plane, in which is a vertical plane in
The planet gears are each carried by a horizontal pin 68, are free to rotate, but are fixed to not translate thereon. The planet gear pins are connected to a vertical wall 70 connected to a tubular bearing 72, which is referred to as planet gear carrier bearing and which surrounds sun gear shaft 42 and is to rotate thereon.
The free ends of the sun gear and crown gear shafts each carry a controlled clutch 28 and 30 which preferably is a disc clutch.
Thus, clutch 28, which is referred to as sun gear clutch, comprises a friction disc 74, fixed to not rotate but is free in axially translate on the sun gear shaft 42. The friction disc is clamped between a reaction plate 76 which is mounted to not translate and to rotate on engine shaft 12 and a pressure plate 78 which is free to translate with respect to the pressure plate but is fixed to not rotate therewith. The axial motion of the pressure plate is controlled by a clutch actuator 80, which here is a lever 82 that pivots on a fixed point of the powertrain.
Pressure plate 76 is extended, on the periphery thereof, by a horizontal wall 84 that carries another friction disc fixed to not rotate but is free axially translate. The friction disc 86 is coaxial with friction disc 74 and is part of the other clutch 30 which is referred to as a crown clutch.
Friction disc 86 is clamped between a reaction plate 88 is mounted to not in translate and is free to rotate on the free end of crown shaft 62, and a pressure plate 90 which axially translates in response to the action of another clutch actuator 92. As mentioned above, this actuator comes is a lever 94 which pivots on a fixed point of the powertrain.
Advantageously, and as better illustrated in
By way of example only, vertical wall 70 of planet gear carrier 64 carries, on the face opposite planet gears 66, an internally toothed horizontal strip 100. The wall 70 and the strip 100 form crown 102 of the motion distribution epicyclic gear train.
The distribution epicyclic gear train 96, which is coaxially mounted relative to engine epicyclic gear train 26, surrounds sun gear shaft 42. The gear train 96 comprises a planet gear carrier 104 which advantageously has three planet gears 106, in the form of externally toothed wheels, which are carried by planet gear pins 108. The planet gears are arranged in the same angular interval with respect to one another (120° here) and mesh with the teeth of strip 100 of crown 102.
The planet gears 106 also cooperate by meshing with a sun gear 110. The sun gear 110 comprises an externally toothed strip 112 and is carried by a flange 114. Flange 114 is fixedly mounted on a tubular shaft 116, which is referred to as additional sun gear shaft. The flange 114 surrounds sun gear shaft and is free to rotate but is fixed to not translate relative to sun gear shaft 42 of engine epicyclic gear train 26. The free end of tubular shaft 116 is fixed to a toothed wheel 118 that cooperates with another toothed wheel 120 which is fixed to rotor 24 of the electric machine.
Planet gear pins 108 are carried by a plate 122 which are part of the planet gear carrier and comprise a tubular bearing 124 which surrounds the sun gear tubular shaft and is free to rotate but is fixed to not translate sun gear tubular shaft 116.
Bearing 124 is fixed to a toothed wheel 126 that cooperates with a toothed wheel 128 linked to drive axle 16. This assembly of two toothed wheels forms a motion transmission track between epicyclic gear train 96 and axle 16.
The epicyclic gear train 96 also carries a controlled clutch 130 which allows crown 102 to be connected either to plate 122 or to fixed part 48 of the powertrain depending on the drive mode selected for the vehicle.
As is more clearly visible in
The connection 132 is a radial pad 134 having two diametrically opposed pads here, carried by circular wall 136 of sun gear hollow shaft 42.
The pads advantageously have a circular section and are carried so that bores 138 provide a seal running through wall 136 of the hollow shaft.
The pads have an upper end 140 facing inner face 142 of wall 144 of shaft 62, which has a curved profile substantially identical to the profile of face 142. Wall 144 and lower end 146 which is opposite to hollow chamber 54 is advantageously made of a friction material, and can forced to move in the direction of inner face 142 of wall 144.
Of course, without departing from the scope of the invention, these pads can be entirely made of a friction material.
In the example illustrated in
End partition 50 of shaft 42 is therefore traversed by a line 148 which delivers a fluid under pressure. Advantageously, this fluid is oil from the variable-speed transmission device or engine lubricating oil. Delivery of this fluid and pressurization thereof within chamber 54 through line 148 is controlled by any known device 149 such as a piston 150 controlled by a control 152.
Of course, other known pressurizing devices known, such as a pump or a piston pump for example, can be used.
During operation of the powertrain with thermal engine 10, one of the clutches 28 is in an engaged position while the other clutch 30 is in disengaged position for obtaining a gear ratio, and controlled connection 132 is inoperative.
In this case, the speed (and engine torque) from engine shaft 12 is successively transmitted to clutch 28, hollow shaft 42, sun gear 36, planet gear carrier 64 of the engine epicyclic gear train, to crown gear 102, planet gear carrier 104, toothed wheels 126 and 128, and to drive axle 16.
In another gear ratio, clutch 28 shifts from the engaged position to the disengaged position, clutch 30 shifts from the disengaged position to the engaged position.
During these travels, there is a configuration where none of the clutches is active and the engine speed (and the engine torque) is retransmitted neither to hollow shaft 42 of sun gear 36, nor to hollow shaft 62 of the crown.
This leads to a break in the transmission of speed and engine torque, and to a jerk as clutch 30 engages.
To overcome this, when changing gear, controlled connection 132 is activated.
Control 152 therefore activates piston 150 to inject the fluid under pressure into chamber 54. The pressurization of the chamber 54 applies a force to the lower ends 146 of the pads which pushes them towards inner wall 142 of hollow shaft 62.
After contact with friction of upper ends 140 of the pads, sun gear shaft 42 is rotatably connected to shaft 62 of the crown and the rotational motion of shaft 12 is retransmitted to gear trains 26 and 96 and to the axle.
Thus, after contact with friction of upper ends 140 of the pads, sun gear shaft 42 moves and accelerates shaft 62 by its kinetic energy. Shaft 42 therefore slows down and, when slowing down of shaft 42 and acceleration of shaft 62 are initiated, controlled connection means 132 is deactivated and clutch 30 is in engaged position.
This allows a “one-off” that never connects the two shafts permanently but does provide, through friction, kinetic energy transfer from the moving shaft 42, which it is destined to stop, to the shaft 62 which is intended to start moving.
The transition is thus accelerated and the break in torque is nearly unnoticeable by the driver.
Sun gear 36 is then at a standstill while crown 56 is driven to rotate by engine shaft 2 under the action of clutch 30.
Thus, by decreasing the dead time (time required for shaft 62 to come to a standstill) during which the torque cannot be transmitted from the engine to the wheels, the break in torque is less perceivable by the driver but, also, the energy required for compensating for the torque at wheel during this transition decreases.
It is of course within the skill of persons in the art to parametrize the length of time for which this connection is active or to provide any mechanism, such as detectors, for determining the engaged/disengaged positions of the clutches.
| Number | Date | Country | Kind |
|---|---|---|---|
| 1460407 | Oct 2014 | FR | national |
Reference is made to International Application No. PCT/EP2015/068493 filed Aug. 11, 2015 and French Application No. 14/60.407 filed Oct. 29, 2014, which are hereby incorporated herein by reference in their entirety.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2015/068493 | 8/11/2015 | WO | 00 |
