HYBRID POWERTRAIN WITH TWO NON-COAXIAL ELECTRIC MOTORS AND ONE COMBUSTION ENGINE AND METHOD FOR CONTROLLING THE SAME

Description

Technical field of the invention

[0001] The present invention relates to a general architecture of a so-called “hybrid” powertrain, in particular for a road motor vehicle.

[0002] The invention relates more particularly to a hybrid powertrain comprising two electric machines and a thermal engine.

[0003] The invention also relates to the method of controlling such a powertrain. Technical background

[0004] Document FR-A1-3.034.386 discloses a hybrid vehicle powertrain comprising three drive sources including a main electric machine, a secondary electric machine and a heat engine whose shafts are parallel, and a gearbox with parallel shafts and gears which comprises three parallel and laterally offset input shafts, each of which is connected to one of the three drive sources, and two couplers making it possible to selectively establish the transfer of the torque supplied by the input shaft of each drive source to a common output shaft towards the wheels of the vehicle.

[0005] Such a design allows for a so-called "multi-mode" traction or propulsion chain which notably allows the simultaneous or decoupled use of three drive sources, to provide numerous different operating modes, electric, hybrid or thermal.

[0006] The total “overall” length of the powertrain corresponds roughly to the sum of the “axial” lengths of the thermal engine, the gearbox, and the main electric machine which are roughly aligned.

[0007] The secondary electric machine is laterally adjacent to the heat engine.

[0008] The transverse installation of such a power unit, for example in the front engine compartment of a motor vehicle, is not possible if thermal engine equipment such as a turbocharger and / or a pollution control catalyst are too large and interfere with the secondary electric machine installed along one side of the thermal engine.

[0009] Documents CN 108 725 178 A and AT 520 555 B1 disclose other hybrid powertrains comprising three driving sources.

[0010] The invention aims to propose a design of such a powertrain which is of reduced overall length and of great lateral compactness, while retaining its different operating modes. Summary of the invention

[0011] The invention provides a hybrid vehicle powertrain comprising the features of claim 1.

[0012] According to other advantageous features of the powertrain: the two main and secondary electrical machines are arranged substantially in the same plane orthogonal to the parallel shafts of the gearbox; the input shaft of the main electrical machine is permanently connected in rotation with the common output shaft by a fixed pinion carried by its input shaft which meshes with a fixed pinion carried by the common output shaft; a fixed pinion carried by the input shaft of the secondary electrical machine permanently meshes with one of the two idler gears which are carried by the input shaft of the heat engine; the gearbox comprises an additional parallel shaft which is laterally offset relative to the input shaft of the heat engine and which carries two fixed pinions each of which permanently meshes with a pinion which is connected in rotation with an associated idler gear of the two idler gears which are carried by the input shaft of the heat engine.

[0013] The invention also provides a method for controlling a powertrain according to the invention, the method comprising the features of independent claim 6.

[0014] According to other advantageous characteristics of the process: closing the second coupler allows the vehicle to be moved in electric mode with only the secondary electric machine according to one or other of two transmission ratios; closing the second coupler allows the vehicle to be moved in electric mode with the main electric machine and the secondary electric machine's backup according to one or other of two transmission ratios;

[0015] The invention also provides control methods comprising the features of independent claims 9 to 11. According to other advantageous features of the method according to claim 11: for any of the four transmission ratios in thermal mode, the thermal engine can drive the primary electric machine as a current generator, and / or the secondary electric machine as a current generator according to one or other of two ratios, to recharge the vehicle batteries while the vehicle is moving. Brief descriptions of the figures

[0016] Other characteristics and advantages of the invention will appear during the reading of the detailed description which follows for the understanding of which reference will be made to the appended drawings in which: [ Fig. 1 ] - there Figure 1 is a schematic representation of the general architecture of a first exemplary embodiment of a powertrain according to the invention; [ Fig.2 ] - there Figure 2 illustrates a first purely electric mode of operation in forward gear with the main electric motor alone of the powertrain shown in Figure 1 ; [ Fig. 3 ] - there Figure 3 illustrates the first purely electric mode of operation with the secondary electric motor alone and according to a first forward speed ratio; [ Fig.4 ] - there Figure 4 illustrates the first purely electric mode of operation with the secondary electric motor alone and according to a second forward gear ratio; [ Fig.5 ] - there Figure 5 illustrates the first purely electric mode of operation with the two main and secondary electric motors associated and according to a first forward speed ratio; [ Fig.6 ] - there Figure 6 illustrates the first purely electric mode of operation with the two main and secondary electric motors associated and according to a second forward gear ratio; [ Fig.7 ] - there Figure 7illustrates a second electric operating mode called “Range Extender” - in a vehicle moving forward with the main electric motor in traction mode and the secondary electric machine ME2 in current generator mode according to a first speed ratio. Fig.8 ] - there figure 8 illustrates the second operating mode called “Range Extender” - with the vehicle moving forward with the main electric motor in traction mode and the secondary electric machine ME2 in current generator mode according to a second speed ratio. Fig.9 ] - there Figure 9 illustrates the second operating mode called “Range Extender” - in a stationary vehicle - with the secondary electric machine in current generator mode according to a first ratio; [ Fig. 10 ] - there Figure 10illustrates the second operating mode called “Range Extender” - in a stationary vehicle - with the secondary electric machine in current generating mode according to a second ratio; [ Fig. 11 ] - there Figure 11 illustrates a third operating mode called “hybrid” thermal and electric with the three driving sources operating simultaneously in traction mode, with the maximum power available and according to a first combination between the ratios of the secondary electric motor and the thermal engine; [ Fig. 12 ] - there Figure 12 illustrates the third operating mode called “hybrid” according to a second combination between the ratios of the secondary electric motor and the thermal engine; [ Fig. 13 ] - there Figure 13 illustrates the third operating mode called “hybrid” according to a third combination between the ratios of the secondary electric motor and the thermal engine; [ Fig. 14 ] - there figure 14illustrates the third operating mode called “hybrid” according to a fourth combination between the ratios of the secondary electric motor and the thermal engine; [ Fig. 15 ] - there Figure 15 illustrates a fourth purely thermal operating mode according to a first ratio in direct drive of the thermal engine; [ Fig. 16 ] - there figure 16 illustrates the fourth purely thermal operating mode according to a second direct drive ratio of the thermal engine; [ Fig. 17 ] - there Figure 17 illustrates the fourth purely thermal operating mode according to a third gear in direct drive of the thermal engine; [ Fig. 18 ] - there figure 18 illustrates the fourth purely thermal operating mode according to a fourth direct drive ratio of the thermal engine; [ Fig. 19 ] - there figure 19is a schematic representation of the general architecture of a second exemplary embodiment of a powertrain according to the invention; [ Fig. 20 ] - there figure 20 is a schematic representation of the general architecture of a first exemplary embodiment of a powertrain according to the invention. Detailed description of the invention

[0017] In the following description, identical, similar or analogous elements will be designated by the same reference numbers. First example of realization

[0018] The GMP hybrid powertrain of a motor vehicle shown schematically in Figure 1, is composed of three driving sources MT, ME1, and ME2 connected by input shafts 11, 5, 6, offset laterally, in a gearbox 4 with parallel shafts and gears. In accordance with the teachings of the invention, in the axial direction common to the parallel input shafts 11, 5, 6 of the gearbox 4, the thermal engine MT, the gearbox 4 and the two electrical machines ME1-ME2 are arranged axially and successively from right to left.

[0019] In other words, in the axial direction common to the parallel input shafts 11, 5, 6 of the gearbox 4 is arranged axially between the thermal engine MT on the one hand and the two electric machines ME1-ME2 on the other hand.

[0020] Thus, the total width LGMP of the powertrain GMP - which corresponds to the sum of the transverse widths LMT+LBDV+LME respectively of the thermal engine MT, of the gearbox 4 and of the set of two electric machines ME1 and ME2 - is reduced. The two electric machines ME1 and ME2 are here arranged to the left of the gearbox 4, substantially in the same plane orthogonal to the axes of rotation of the parallel input shafts 11, 5, 6 of the gearbox 4. The gearbox 4 comprises two couplers C1, C2, making it possible to selectively establish the transfer of the torque supplied by the input shaft of each driving source, on a common output shaft 7, to the wheels of the vehicle. In the non-limiting embodiment of the invention, illustrated by the figures, the three driving sources are respectively a main electric machine ME1, a secondary electric machine ME2, and a thermal engine MT.

[0021] The torques of the three driving sources MT, ME1 and ME2 are combined in gearbox 4.

[0022] The input shaft 11 of the MT thermal engine is not concentric with the input shafts 5, 6 of the ME1 and ME2 electrical machines.

[0023] The three input shafts 11, 5, 6 of the three driving sources MT, ME1 and ME2 are laterally offset from each other, and they are connected to the common output shaft 7.

[0024] Gearbox 4 thus includes: an input shaft 5 connected to the rotor of the main electric machine ME1; an input shaft 6 connected to the rotor of the secondary electric machine ME2; and an input shaft 11 directly connected to the flywheel 3 to the crankshaft of the thermal engine MT.

[0025] The common output shaft, or secondary shaft, 7 drives a crown 8 of a differential 9 connected to the vehicle wheels (not shown).

[0026] The input shaft 11 of the MT thermal engine carries two idler gears 17, 18, each of which meshes with an idler gear, 22, 23 respectively, these two idler gears 22 and 23 being carried by the common output shaft 7.

[0027] Box 4 has two couplers C1, C2.

[0028] The first coupler C1 is arranged axially between the two idler gears 17 and 18, and it selectively establishes the transmission of the torque of the thermal engine MT by one or the other of the two idler gears 17 or 18 on one or the other of the two idler gears 23 or 22 respectively carried by the common output shaft 7.

[0029] The transmission by the pinions 18 and 23 is done according to a first ratio R1, while the transmission of the torque by the pinions 17, 22 is done according to a second ratio R2.

[0030] The transmission by the 17-27-31-32-28-18-23 gears is done in a third ratio R3, while the transmission of the torque by the 18-28-32-31-27-17-22 gears is done in a fourth ratio R4.

[0031] The second coupler C2 is arranged axially between the two idler gears 22 and 23, and it selectively establishes the rotational connection of one or the other of the two idler gears 22 or 23 with the common output shaft 7.

[0032] From right to left, the common output shaft 7 towards the vehicle wheels successively carries a fixed pinion 19 for driving the crown wheel 8 of the differential 9, a fixed secondary line pinion 21 and the two idler pinions 23 and 22.

[0033] The input shaft 5 of the main electrical machine ME1 carries a single fixed return pinion 16 which permanently meshes with the secondary line fixed pinion 21 linked in rotation to the common output shaft 7.

[0034] The input shaft 6 of the secondary electric machine ME2 carries a single fixed gear 12 which permanently meshes with the idle gear 18 carried by the input shaft 11 of the thermal engine MT.

[0035] The idler gear 17 carried by the input shaft 11 of the MT thermal engine is linked in rotation with another gear 27 to constitute a pair of idler gears 17-27.

[0036] In the same way, the idler gear 18 carried by the input shaft 11 of the MT thermal engine is linked in rotation with another gear 28 to constitute another pair of idler gears 18-28.

[0037] Thus, from right to left, the input shaft 11 of the thermal engine MT successively carries the pair of idler gears 17-27 and pair of idler gears 18-28 between which the first coupler C1 is arranged.

[0038] The gearbox 4 carries in rotation an additional shaft 30, which is parallel to the input shafts 11, 5 and 6, which is mounted to rotate freely and which: at its right end, carries a fixed pinion 31 which permanently meshes with the idler pinion 27 of the pair of idler pinions 17-27; and at its left end, carries a fixed pinion 32 which permanently meshes with the idler pinion 28 of the pair of idler pinions 18-28.

[0039] The two pinions 30 and 31 thus constitute a pair of pinions 31-32 linked in rotation.

[0040] The additional shaft 30 thus connects in rotation the pinions 27 and 28, and therefore the pairs of idler pinions 17-27 and 18-28.

[0041] The additional shaft 30, which is laterally offset, is schematically illustrated in the figures and the meshing of the pinions 31, 32 with the pinions 27, 28 is represented by arrows.

[0042] It should be noted that each ME1 or ME2 electric machine can operate as an electric motor to participate in the vehicle's traction or as an electric generator to recharge electrical energy storage batteries.

[0043] The GMP powertrain architecture just described allows for the operation of: a) - in purely electric mode with the main electric motor ME1 alone, the secondary electric machine ME2 alone or with the two electric motors ME1 and ME2 combined and according to two different transmission ratios; b) - in electric mode called "Range Extender", in a vehicle running with the main electric motor ME1 in traction mode and the secondary electric machine ME2 in current generator mode, or in a vehicle stationary with the secondary electric machine ME2 in current generator mode; c) - in thermal and electric "hybrid" mode with the three motors MT, ME1 and ME2 operating simultaneously in traction mode, with the maximum power available and according to four possible combinations between the ratios of the secondary electric motor ME2 and the thermal engine MT; d) - and in purely thermal mode according to four possible ratios in direct drive of the thermal engine MT. First mode of operation : purely electric

[0044] To the Figure 2 both couplers C1 and C2 are in neutral position.

[0045] The main electric machine ME1 is the only traction motor.

[0046] The torque transmission is as follows: ME1->16->21->19->8->9.

[0047] To the Figure 3 , the coupler C1 is in the neutral position and the coupler C2 is in the right-engaged position to rotatably connect the common output shaft 7 and the pinion 22.

[0048] The secondary electric machine ME2 is the only traction motor that transmits its torque in a first gear.

[0049] The torque transmission is as follows: ME2-> 12-> 18-28->32-31->27-17->22->C2-> 19->8->9.

[0050] To the Figure 4 , coupler C1 is in neutral position and coupler C2 is in left engaged position to rotatably connect common output shaft 7 and pinion 23.

[0051] The secondary electric machine ME2 is the only traction motor that transmits its torque in a second gear.

[0052] The torque transmission is as follows: ME2->12->18->23->C2->19->8->9.

[0053] To the Figure 5 , the coupler C1 is in the neutral position and the coupler C2 is in the right-engaged position to rotatably connect the common output shaft 7 and the pinion 22.

[0054] The main electric machine ME1 and the secondary electric machine ME2 are both combined as traction motors, with the secondary electric motor ME2 in a first ratio.

[0055] The transmission of torque is as follows: ME1->16->21->19->8->9 and ME2-> 12-> 18-28->32-31->27-17->22->C2-> 19->8->9.

[0056] To the Figure 6, coupler C1 is in neutral position and coupler C2 is in left engaged position to rotatably connect common output shaft 7 and pinion 23.

[0057] The main electric machine ME1 and the secondary electric machine ME2 are both combined as traction motors, with the secondary electric motor ME2 in a second ratio.

[0058] The transmission of torque is as follows: ME1->16->21->19->8->9 and ME2->12->18->23->C2->19->8->9. Second mode of functioning : electric and “Range Extender »

[0059] To the Figure 7 , the coupler C2 is in the neutral position and the coupler C1 is in the engaged position to the left to connect in rotation the input shaft 11 of the MT thermal engine and the pinion 18.

[0060] The secondary electrical machine ME2 operates as a current generator and is driven by the thermal engine MT in a first gear, for example to recharge an electrical energy storage unit.

[0061] The torque transmission is as follows: MT->C1->18->12->ME2

[0062] The first ME1 electric machine is the only traction motor to drive the vehicle forward.

[0063] The torque transmission is as follows: ME1->16->21->19->8->9.

[0064] To the figure 8 , the coupler C2 is in the neutral position and the coupler C1 is in the engaged position to the right to connect in rotation the input shaft 11 of the MT thermal engine and the pair of pinions 17-27.

[0065] The secondary electrical machine ME2 operates as a current generator and is driven by the thermal engine MT, for example to recharge an electrical energy storage unit.

[0066] The torque transmission is as follows: MT->C1-> 17-27->31-32->28-18-> 12->ME2.

[0067] The first ME1 electric machine is the only traction motor to drive the vehicle forward.

[0068] The torque transmission is as follows: ME1->16->21->19->8->9.

[0069] To the Figure 9 , the vehicle is stationary.

[0070] The coupler C2 is in the neutral position and the coupler C1 is in the engaged position to the left to connect in rotation the input shaft 11 of the MT thermal engine and the pinion 18.

[0071] The secondary electrical machine ME2 operates as a current generator and is driven by the thermal engine MT in a first gear, for example to recharge an electrical energy storage unit.

[0072] The torque transmission is as follows: MT->18->12->ME2.

[0073] To the Figure 10, the vehicle is stationary.

[0074] Coupler C2 is in the neutral position and coupler C1 is in the right-engaged position to connect in rotation the input shaft 11 of the MT thermal engine and the pair of pinions 17-27.

[0075] The secondary electrical machine ME2 operates as a current generator and is driven by the thermal engine MT in a second gear, for example to recharge an electrical energy storage unit.

[0076] The torque transmission is as follows: MT->C1-> 17- 27->31-32->28-18->12->ME2. Third mode of functioning : hybrid

[0077] To the Figure 11 , the coupler C1 is in the right-engaged position to connect in rotation the input shaft 11 of the MT thermal engine and the pair of pinions 17-27, and the coupler C2 is in the right-engaged position to connect in rotation the common output shaft 7 and the pinion 22.

[0078] The three motors MT, ME1 and ME2 operate simultaneously in traction mode, in first gear for the thermal motor MT and in first gear for the secondary electric motor ME2.

[0079] The transmission of torque is as follows: MT->C1-> 17->22->C2-> 19->8->9 and ME1->16->21->19->8->9 and ME2->12->18-28->32-31->27-17->C1->22->C2->19->8->9.

[0080] To the Figure 12 , the coupler C1 is in the left-engaged position to connect in rotation the input shaft 11 of the MT thermal engine and the pair of pinions 18-28, and the coupler C2 is in the right-engaged position to connect in rotation the common output shaft 7 and the pinion 22.

[0081] The three motors MT, ME1 and ME2 operate simultaneously in traction mode, in second gear for the thermal motor MT and in first gear for the secondary electric motor ME2.

[0082] The transmission of torque is as follows: MT->C1->18-28->32-31->27-17->22->C2->19->8->9 and ME1->16->21->19->8->9 and ME2-> 12-> 18-28->32-31->27-17->C1->22->C2-> 19->8->9.

[0083] To the Figure 13 the coupler C1 is in the left-engaged position to connect in rotation the input shaft 11 of the MT thermal engine and the pair of pinions 18 28, and the coupler C2 is in the left-engaged position to connect in rotation the common output shaft 7 and the pinion 23.

[0084] The three engines MT, ME1 and ME2 operate simultaneously in traction mode, according to a third gear for the MT thermal engine and according to the The torque transmission is as follows: MT->C1-> 18->23->C2-> 19->8->9 and ME1->16->21->19->8->9 and ME2->12->18->23->C2->19->8->9.

[0085] To the figure 14, the coupler C1 is in the right-engaged position to connect in rotation the input shaft 11 of the MT thermal engine and the pair of pinions 17-27, and the coupler C2 is in the left-engaged position to connect in rotation the common output shaft 7 and the pinion 23.

[0086] The three engines MT, ME1 and ME2 operate simultaneously in traction mode, in fourth gear for the thermal engine MT and in second gear for the secondary electric motor ME2.

[0087] The transmission of torque is as follows: MT ->C 1->27 -17 ->31-32->28-18->23->C2-> 19->8->9 and ME1->16->21->19->8->9 and ME2->12->18->23->C2->19->8->9. Fourth operating mode: hybrid with the thermal engine in direct drive

[0088] To the Figure 15, the coupler C1 is in the right-engaged position to connect in rotation the input shaft 11 of the MT thermal engine and the pair of pinions 17-27, and the coupler C2 is in the right-engaged position to connect in rotation the common output shaft 7 and the pinion 22.

[0089] Only the MT thermal engine is in traction mode in a first gear.

[0090] The torque transmission is as follows: MT->C1->17->22>C2->19->8->9.

[0091] It is also possible to use the main electrical machine ME1 as a current generator by transmitting the torque to it in the following manner: MT->C1->17->22-> C2->16->ME1.

[0092] It is also possible to use the secondary electrical machine ME2 as a current generator by transmitting the torque to it in the following manner: MT->C1-> 17-27->31-32> 28-18->12->ME2.

[0093] To the figure 16, the coupler C1 is in the left-engaged position to connect in rotation the input shaft 11 of the MT thermal engine and the pair of pinions 18-28, and the coupler C2 is in the right-engaged position to connect in rotation the common output shaft 7 and the pinion 22.

[0094] Only the MT thermal engine is in traction mode in a second gear.

[0095] The torque transmission is as follows: MT->C1->28-18->32-31>27-17->22->C2->19->8->9.

[0096] It is also possible to use the main electrical machine ME1 as a current generator by transmitting the torque to it in the following manner: MT->C1->28-18->32-31->27-17->22->C2->21->16->ME1.

[0097] It is also possible to use the secondary electrical machine ME2 as a current generator by transmitting the torque to it in the following manner: MT->C1-> 18-28-> 12->ME2.

[0098] To the Figure 17, the coupler C1 is in the left-engaged position to connect in rotation the input shaft 11 of the MT thermal engine and the pair of pinions 18-28, and the coupler C2 is in the left-engaged position to connect in rotation the common output shaft 7 and the pinion 23.

[0099] Only the MT thermal engine is in traction mode in a third gear.

[0100] The torque transmission is as follows: MT->C1-> 18->23->C2-> 19->8->9.

[0101] It is also possible to use the main electrical machine ME1 as a current generator by transmitting the torque to it in the following manner: MT->C1-> 18->23-> C2->21->16->ME1.

[0102] It is also possible to use the secondary electrical machine ME2 as a current generator by transmitting the torque to it in the following manner: MT->C1->18->->12->ME2.

[0103] To the figure 18, the coupler C1 is in the right-engaged position to connect in rotation the input shaft 11 of the MT thermal engine and the pair of pinions 17-27, and the coupler C2 is in the left-engaged position to connect in rotation the common output shaft 7 and the pinion 23.

[0104] Only the MT thermal engine is in traction mode in a fourth gear.

[0105] The torque transmission is as follows: MT->C1-> 17-27->31-32->28-18->23->C2-> 19->8->9.

[0106] It is also possible to use the main electrical machine ME1 as a current generator by transmitting the torque to it in the following manner: MT->C1->17-27->31-32->28-18->23->C2->21->16->ME1.

[0107] It is also possible to use the secondary electrical machine ME2 as a current generator by transmitting the torque to it in the following manner: MT->C1->17-27->31-32->28-18->12->ME2. Fifth mode of functioning : reverse gear

[0108] Generally speaking, a vehicle equipped with a powertrain according to the invention, which does not include a clutch, starts only in purely electric mode, whether in forward or reverse gear. Compared to starting in forward gear, to start in reverse gear, it is of course necessary to reverse the direction of rotation of the electric machine(s) used as electric traction motor(s). In principle, for starting in reverse gear, it is the secondary electric machine EM2 which is used with the coupler C1 in neutral position and the coupler C2 engaged to the right with the pinion 22.

[0109] For starting on a steep slope, it is possible to combine the two electric motors ME1 and ME2.

[0110] The use of the ME1 electric motor is also possible, but with reduced efficiency to make the vehicle "take off" and maneuver at reduced speed. Second example of realization

[0111] The GMP hybrid powertrain of a motor vehicle shown schematically in figure 19 , is composed of three driving sources MT, ME1, and ME2 connected by input shafts 11, 5, 6, offset laterally, in a gearbox 4 with parallel shafts and gears. In accordance with the teachings of the invention, in the axial direction common to the parallel input shafts 11, 5, 6 of the gearbox 4, the thermal engine MT, the gearbox 4 and the two electrical machines ME1-ME2 are arranged axially and successively from right to left.

[0112] In other words, in the axial direction common to the parallel input shafts 11, 5, 6 of the gearbox 4 is arranged axially between the thermal engine MT on the one hand and the two electric machines ME1-ME2 on the other hand.

[0113] Thus, the total width LGMP of the GMP powertrain - which corresponds to the sum of the transverse widths LMT+LBDV+LME respectively of the thermal engine MT, gearbox 4 and the set of the two electric machines ME1 and ME2 - is reduced. The two electric machines ME1 and ME2 are here arranged to the left of gearbox 4.

[0114] The gearbox 4 comprises two couplers C1, C2, making it possible to selectively establish the transfer of the torque supplied by the input shaft of each driving source, on a common output shaft 7, towards the wheels of the vehicle. In this embodiment of the invention illustrated by the figure 19 , the three driving sources are respectively a main electric machine ME1, a secondary electric machine ME2, and a thermal engine MT. The torques of the three driving sources MT, ME1 and ME2 are combined in gearbox 4.

[0115] The input shaft 11 of the MT thermal engine is not concentric with the input shafts 5, 6 of the ME1 and ME2 electrical machines.

[0116] The three input shafts 11, 5, 6 of the three driving sources MT, ME1 and ME2 are laterally offset from each other, and they are connected to the common output shaft 7.

[0117] Gearbox 4 thus includes: an input shaft 5 connected to the rotor of the main electric machine ME1; an input shaft 6 connected to the rotor of the secondary electric machine ME2; and an input shaft 11 directly connected to the flywheel 3 to the crankshaft of the thermal engine MT.

[0118] The common output shaft, or secondary shaft, 7 drives a crown 8 of a differential 9 connected to the vehicle wheels (not shown).

[0119] The input shaft 11 of the MT thermal engine carries two idler gears 17, 18, each of which meshes with an idler gear, 22, 23 respectively, these two idler gears 22 and 23 being carried by the common output shaft 7.

[0120] Box 4 has two couplers C1, C2.

[0121] The first coupler C1 is arranged axially between the two idler gears 17 and 18, and it selectively establishes the transmission of the torque of the thermal engine MT by one or the other of the two idler gears 17 or 18 on one or the other of the two idler gears 23 or 22 respectively carried by the common output shaft 7.

[0122] The transmission by the pinions 17 and 22 is done according to a first ratio R1, while the transmission of the torque by the pinions 18, 23 is done according to a second ratio R2.

[0123] The transmission by the 17-27-31-32-28-18-23 gears is done in a third ratio R3, while the transmission of the torque by the 18-28-32-31-27-17-22 gears is done in a fourth ratio R4.

[0124] The second coupler C2 is arranged axially between the two idler gears 22 and 23, and it selectively establishes the rotational connection of one or the other of the two idler gears 22 or 23 with the common output shaft 7.

[0125] From left to right, the common output shaft 7 towards the vehicle wheels successively carries a fixed pinion 19 for attack on the crown 8 of the differential 9, the two idler pinions 23 and 22, and a fixed secondary line pinion 21.

[0126] The input shaft 5 of the main electrical machine ME1 carries a single fixed return pinion 16 which, by means of a pinion 13 which is mounted to rotate freely on the input shaft 11 of the thermal engine MT, meshes permanently and indirectly with the secondary line fixed pinion 21 linked in rotation to the common output shaft 7.

[0127] The input shaft 6 of the secondary electrical machine ME2 carries a single fixed return pinion 12 which permanently meshes with the idler pinion 23 carried by the common output shaft 7.

[0128] From right to left, the input shaft 11 of the MT thermal engine successively carries the idler gear 13, and the two idler gears 18 and 17 between which the first coupler C1 is arranged.

[0129] The gearbox 4 carries in rotation an additional shaft 30, which is parallel to the input shafts 11, 5 and 6, which is mounted to rotate freely and which: at its left end, carries a fixed pinion 31 which permanently meshes with the idler pinion 17; and at its right end, carries a fixed pinion 32 which permanently meshes with the idler pinion 18.

[0130] The two pinions 30 and 31 thus constitute a pair of pinions 31-32 linked in rotation.

[0131] The additional shaft 30 thus connects in rotation the pinions 27 and 28, and therefore the pairs of idler pinions 17-27 and 18-28.

[0132] It should be noted that each ME1 or ME2 electric machine can operate as an electric motor to participate in the vehicle's traction or as an electric generator to recharge electrical energy storage batteries. Third example of realization

[0133] The GMP hybrid powertrain of a motor vehicle shown schematically in figure 20, is composed of three driving sources MT, ME1, and ME2 connected by input shafts 11, 5, 6, offset laterally, in a gearbox 4 with parallel shafts and gears. In accordance with the teachings of the invention, in the axial direction common to the parallel input shafts 11, 5, 6 of the gearbox 4, the thermal engine MT, the gearbox 4 and the two electrical machines ME1-ME2 are arranged axially and successively from right to left.

[0134] In other words, in the axial direction common to the parallel input shafts 11, 5, 6 of the gearbox 4 is arranged axially between the thermal engine MT on the one hand and the two electric machines ME1-ME2 on the other hand.

[0135] Thus, the total width LGMP of the GMP powertrain - which corresponds to the sum of the transverse widths LMT+LBDV+LME respectively of the thermal engine MT, gearbox 4 and the set of the two electric machines ME1 and ME2 - is reduced

[0136] The two electrical machines ME1 and ME2 are here arranged to the left of the gearbox 4, substantially in the same plane orthogonal to the axes of rotation of the parallel input shafts 11, 5, 6 of the gearbox 4. The gearbox 4 comprises two couplers C1, C2, making it possible to selectively establish the transfer of the torque supplied by the input shaft of each driving source, on a common output shaft 7, to the wheels of the vehicle. In the non-limiting embodiment of the invention, illustrated by the figures, the three driving sources are respectively a main electrical machine ME1, a secondary electrical machine ME2, and a thermal engine MT.

[0137] The torques of the three driving sources MT, ME1 and ME2 are combined in gearbox 4.

[0138] The input shaft 11 of the MT thermal engine is not concentric with the input shafts 5, 6 of the ME1 and ME2 electrical machines.

[0139] The three input shafts 11, 5, 6 of the three driving sources MT, ME1 and ME2 are laterally offset from each other, and they are connected to the common output shaft 7.

[0140] Gearbox 4 thus includes: an input shaft 5 connected to the rotor of the main electric machine ME1; an input shaft 6 connected to the rotor of the secondary electric machine ME2; and an input shaft 11 directly connected to the flywheel 3 to the crankshaft of the thermal engine MT.

[0141] The common output shaft, or secondary shaft, 7 drives a crown 8 of a differential 9 connected to the vehicle wheels (not shown).

[0142] The input shaft 11 of the MT thermal engine carries two idler gears 17, 18, each of which meshes with an idler gear, 22, 23 respectively, these two idler gears 22 and 23 being carried by the common output shaft 7.

[0143] Box 4 has two couplers C1, C2.

[0144] The first coupler C1 is arranged axially between the two idler gears 17 and 18, and it selectively establishes the transmission of the torque of the thermal engine MT by one or the other of the two idler gears 17 or 18 on one or the other of the two idler gears 23 or 22 respectively carried by the common output shaft 7.

[0145] The transmission by the pinions 18 and 22 is done according to a first ratio R1, while the transmission of the torque by the pinions 17, 23 is done according to a second ratio R2.

[0146] The second coupler C2 is arranged axially between the two idler gears 22 and 23, and it selectively establishes the rotational connection of one or the other of the two idler gears 22 or 23 with the common output shaft 7.

[0147] From left to right, the common output shaft 7 to the vehicle wheels successively carries a fixed pinion 19 for attack on the crown 8 of the differential 9, a fixed secondary line pinion 21 and the two idler pinions 23 and 22.

[0148] The input shaft 5 of the main electrical machine ME1 carries a single fixed return pinion 16 which permanently meshes with the secondary line fixed pinion 21 linked in rotation to the common output shaft 7.

[0149] The idler gear 18 carried by the input shaft 11 of the MT thermal engine is linked in rotation with another gear 28 to constitute a pair of idler gears 18-28.

[0150] The input shaft 6 of the secondary electric machine ME2 carries a single fixed return pinion 12 which permanently meshes with the idler pinion 28 of the pair of idler pinions 18-28 carried by the input shaft 11 of the thermal engine MT.

[0151] Thus, from right to left, the input shaft 11 of the MT thermal engine successively carries the idler gear 17 and the pair of idler gears 18-28 between which the first coupler C1 is arranged.

[0152] The gearbox 4 carries in rotation an additional shaft 30, which is parallel to the input shafts 11, 5 and 6, which is mounted to rotate freely and which: at its right end, carries a fixed pinion 31 which permanently meshes with the idler pinion 17; and at its left end, carries a fixed pinion 32 which permanently meshes with the idler pinion 28 of the pair of idler pinions 18-28.

[0153] The two pinions 30 and 31 thus constitute a pair of pinions 31-32 linked in rotation.

[0154] The additional shaft 30, which is laterally offset, is schematically illustrated in the figures and the meshing of the pinions 31, 32 with the pinions 27, 28 is represented by arrows.

[0155] It should be noted that each ME1 or ME2 electric machine can operate as an electric motor to participate in the vehicle's traction or as an electric generator to recharge electrical energy storage batteries.

Claims

1. Hybrid vehicle power train comprising: - three drive sources (MT, ME1, ME2) including a main electric machine (ME1), a secondary electric machine (ME2) and a heat engine (MT) having parallel shafts; - and a gearbox (4) with parallel shafts and with gear sets, which comprises three parallel and laterally offset input shafts (11, 5, 6), each of which is connected to one of the three drive sources, and two couplings (C1, C2) for selectively transferring the torque supplied by the input shaft (11, 6) of the secondary electric machine (ME2) and the heat engine (MT) to a common output shaft (7) leading to the vehicle wheels, wherein, in the axial direction common to the input shafts (11, 5, 6) of the gearbox (4), the gearbox (4) is arranged axially between the heat engine (MT) and the two electric machines (ME1, ME2), characterized in that the torque of the heat engine (MT) is sent to the common output shaft (7) via: - two idler gears (17, 18) which are supported by the input shaft of the heat engine (MT) and between which the first coupling (C1) is positioned; - and two idler gears (22, 23) which are supported by the common output shaft (7), between which the second coupling (C2) is positioned, and each of which gears permanently meshes with an associated idler gear (17, 18) supported by the input shaft of the heat engine (MT).

2. Power train (GMP) according to claim 1, characterized in that the two electric machines (ME1, ME2) are arranged substantially in the same plane orthogonal to the parallel shafts (11, 5, 6) of the gearbox (4).

3. Power train according to one of the preceding claims, characterized in that the input shaft (5) of the main electric machine (M1) is permanently rotationally connected to the common output shaft (7) by a fixed gear (16) supported by its input shaft (5) which meshes with a fixed gear (21) supported by the common output shaft (7).

4. Power train according to any one of the preceding claims, characterized in that a fixed gear (12) supported by the input shaft (6) of the secondary electric machine (M2) permanently meshes with one of the two idler gears (17, 18) which are supported by the input shaft of the heat engine (MT).

5. Power train according to claim 1, characterized in that the gearbox (4) comprises an additional parallel shaft (30) which is laterally offset with respect to the input shaft (11) of the heat engine (MT) and which supports two fixed gears (31, 32), each of which meshes permanently with a gear (27, 28) which is rotationally connected to an associated idler gear (17, 18) of the two idler gears (17, 18) which are supported by the input shaft (11) of the heat engine (MT).

6. Method for controlling a power train according to claims 3 to 5, characterized in that opening the two couplings (C1, C2) enables the vehicle to move using only the main electric machine (EM1).

7. Method for controlling a power train according to claim 6, characterized in that the closure of the second coupling (C2) enables the vehicle to move in electric mode using only the secondary electric machine (EM2) according to either of two transmission ratios.

8. Method for controlling a power train according to claim 6, characterized in that the closure of the second coupling (C2) enables the vehicle to move in electric mode using the main electric machine (EM1) backed up by the secondary electric machine (EM2) according to either of two transmission ratios.

9. Method for controlling a power train according to claims 3 to 5, characterized in that the closure of the first coupling (C1) enables the heat engine (MT) to drive the secondary electric machine (ME2) to generate current according to either of two ratios, so as to recharge the batteries of the vehicle when the vehicle is in motion and when it is stationary.

10. Method for controlling a power train according to claims 3 to 5, characterized in that the simultaneous closure of the two couplings (C1, C2) enables the vehicle to move in hybrid mode using the combination of the heat engine (MT), the main electric machine (ME1) and the secondary electric machine (ME2) according to four different combinations of transmission ratios of the heat engine (MT) and the secondary electric machine (ME2).

11. Method for controlling a power train according to claims 3 to 5, characterized in that the simultaneous closure of the two couplings (C1, C2) enables the vehicle to move in heat engine mode using only the heat engine (MT) according to either of four transmission ratios.

12. Method according to claim 11, characterized in that, for any of said four transmission ratios, the heat engine (MT) can drive the main electric machine (ME1) to generate current and / or the secondary electric machine (ME2) to generate current according to either of two ratios, so as to recharge the vehicle batteries when the vehicle is in motion.