Modular powertrain architecture for hybrid vehicles
The modular powertrain architecture for hybrid vehicles addresses the need for efficient cooperation and adaptation of thermal and electric machines, enabling cost-effective and rapid production of hybrid vehicles with reduced emissions and weight by allowing independent or cooperative operation of electric and thermal components.
Patent Information
- Authority / Receiving Office
- FR · FR
- Patent Type
- Patents
- Current Assignee / Owner
- Filing Date
- 2021-07-01
- Publication Date
- 2026-03-13
AI Technical Summary
Existing hybrid motor vehicle powertrains lack a modular architecture that allows for efficient cooperation and adaptation of thermal and electric machines, leading to increased costs and manufacturing time, while also failing to optimize compactness and reduce pollutant emissions.
A modular powertrain architecture comprising at least two drive wheels, a first and second reversible electric machine module with mechanical reducers, and a third thermal engine module, connected via coupling means, allowing for independent or cooperative operation of these components to optimize torque delivery and energy recovery.
Enables cost-effective, reliable, and faster production of hybrid vehicles with reduced weight and emissions by allowing flexible adaptation to different vehicle models and optimizing the synergy between thermal and electric machines.
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Abstract
Description
Title of the invention: Modular architecture powertrain for hybrid motor vehicle technical field
[0001] The present invention relates to hybrid motor vehicles and more particularly to the powertrains of such vehicles. Prior art
[0002] A powertrain (often abbreviated PMT) of a motor vehicle is the set of elements involved in its propulsion.
[0003] It generally includes a heat engine and its accessories, a gearbox and the drive wheels intended to move the motor vehicle.
[0004] To reduce the costs and manufacturing time of said motor vehicles, manufacturers are now creating a standard modular architecture suitable for use as a production basis for powertrains for different vehicle models.
[0005] More specifically, the modular architecture comprises a set of common component modules whose arrangement may differ from one vehicle model to another.
[0006] It is therefore no longer necessary to carry out the developments required for the design of the powertrain associated with a new vehicle model.
[0007] Thus, the use of modular architectures makes it possible to produce more reliable and faster motor vehicle models.
[0008] Moreover, these modular architectures are generally more compact, thus reducing the weight of the powertrain and leading to a decrease in pollutant emissions.
[0009] However, car manufacturers tend to gradually replace conventional powertrains with so-called hybrid powertrains.
[0010] Such hybrid powertrains are configured to make the thermal machine and at least one electric machine cooperate and benefit from the advantages of each machine while limiting their weaknesses.
[0011] More specifically, the electric machine makes it possible to recover electrical energy during braking and to participate in the delivery of torque during driving, while the thermal machine gives the vehicle more power.
[0012] It is therefore advantageous to optimize the manufacture of current and future models of hybrid motor vehicles intended to succeed fuel-powered vehicles.
[0013] The aim of the invention is then to propose a modular powertrain architecture for hybrid motor vehicles. Description of the invention
[0014] In view of the foregoing, the invention relates to a powertrain for a hybrid motor vehicle, comprising:
[0015] - at least two drive wheels capable of setting the vehicle in motion automobile;
[0016] - a first module comprising a first reversible electrical machine and a first mechanical reducer, with at least two defined transmission ratios, capable of multiplying a first torque delivered by the first electric machine and transmitting it to the drive wheels;
[0017] - a second module comprising a second reversible electric machine and a a second mechanical reducer, with at least one defined transmission ratio, capable of multiplying a second torque delivered by the second electrical machine when said second electrical machine is in motor mode and,
[0018] - a third module comprising a heat engine capable of delivering a third pair to the drive wheels.
[0019] The powertrain further includes coupling means capable of coupling at least two of said modules.
[0020] The powertrain architecture is said to be modular and allows manufacturers to obtain a common hybrid powertrain structure.
[0021] Such an architecture can then be adapted according to the models and needs of the manufacturers thanks to the coupling means.
[0022] Each module is thus capable of operating autonomously or cooperating with one or more modules of the powertrain.
[0023] Advantageously, the first reducer comprises:
[0024] - a primary drive shaft connected to a shaft of the first machine electric;
[0025] - a secondary drive shaft connected to the primary drive shaft;
[0026] - at least two idler gears in pivot connection with the primary drive shaft;
[0027] - a sliding gear capable of engaging one of said gears by locking the idler gear corresponding to the secondary drive shaft and,
[0028] - a differential pinion connected to the secondary drive shaft and capable of distribute the first geared torque to a differential and the drive wheels.
[0029] Preferably, the second mechanical reducer comprises:
[0030] - a primary drive shaft connected to a shaft of the second electrical machine reversible;
[0031] - a first secondary drive shaft connected to the drive shaft primary ;
[0032] - at least one first idler gear in pivot joint with the first shaft secondary training;
[0033] - a second secondary drive shaft capable of distributing the second torque multiplied and,
[0034] - a first portable device capable of engaging said at least one transmission ratio in securing the corresponding first idler gear to the second secondary drive shaft.
[0035] In other words, the second reducer here has a one-ratio architecture.
[0036] Preferably, the second mechanical reducer comprises:
[0037] - a second idler gear in pivot joint with the first drive shaft secondary, the first sliding gear being able to engage a second transmission ratio by locking the second free-running gear of said second secondary drive shaft;
[0038] - a third secondary drive shaft connected to the drive shaft primary ;
[0039] - a third idler gear in pivot joint with the third drive shaft secondary and,
[0040] - a second portable player capable of engaging a third transmission gear in securing the third idler gear of said second secondary drive shaft.
[0041] The second reducer here has a three-ratio architecture.
[0042] Preferably, the second mechanical reducer includes a fourth idler gear in pivot connection with the third secondary drive shaft, the second sliding gear being able to engage a fourth transmission ratio by locking the fourth idler gear to said second secondary drive shaft.
[0043] In this embodiment, the second reducer has a four-ratio architecture.
[0044] Advantageously, the coupling means comprise a first splined link suitable for connecting the secondary drive shaft of the first reducer to the second secondary drive shaft of the second reducer.
[0045] Thanks to said coupling means, the first electric machine and the second electric machine can cooperate to deliver torque to the drive wheels or each operate autonomously.
[0046] When the second electrical machine is decoupled from the first module, it becomes a generator and therefore capable of producing electrical energy.
[0047] Preferably, the coupling means comprise a second splined link suitable for connecting the first secondary drive shaft of the second reducer to a shaft of the heat engine.
[0048] For example, when the first, second and third modules are coupled, the heat engine participates in delivering torque to the drive wheels.
[0049] Alternatively, the coupling means comprise a second link suitable for connecting the primary drive shaft of the first reducer to a shaft of the heat engine.
[0050] This coupling allows the first electric machine to have a starter function for the thermal machine.
[0051] Advantageously, the third module includes an electric or thermal water pump.
[0052] The invention also relates to a hybrid motor vehicle comprising a powertrain as defined above. Brief description of the drawings
[0053] Other objects, features and advantages of the invention will become apparent from the following description, given solely by way of non-limiting example, and made with reference to the indexed drawings in which:
[0054] [Fig. 1] schematically presents a powertrain for a hybrid motor vehicle according to the invention;
[0055] [Fig.2] schematically illustrates an architecture of a first module of said group motor propulsion according to an embodiment of the invention;
[0056] [Fig.3A]
[0057] [Fig.3B]
[0058] [Fig.3C] illustrate different embodiments of a second module architecture of the powertrain according to the invention and,
[0059] [Fig.4]
[0060] [Fig.5]
[0061] [Fig.6] schematically illustrate different embodiments of means of couplings capable of coupling at least two of the modules of said powertrain.
[0062] Detailed description of the embodiments of Fin vention
[0063] Figure 1 shows a powertrain 1 for a hybrid motor vehicle, which includes all the components involved in its movement.
[0064] For this purpose, the powertrain 1, called hybrid, is capable of making at least one thermal machine and at least one electric machine cooperate in order to benefit from the advantages of each machine while limiting its disadvantages.
[0065] In the interest of cost and design economy, a modular architecture of the powertrain 1 is proposed, thus allowing the electric machine and the thermal machine to operate in synergy or separately without impacting the operation of the other components.
[0066] The modular powertrain 1 then comprises a first module M1 coupled to two drive wheels 3, a second module M2 and a third module M3 capable of cooperating via coupling means 4.
[0067] More specifically, the coupling means 4 are configured to couple at least two of the modules M1, M2, M3.
[0068] Reference is made to [Fig.2] which illustrates a detailed view of the first module Ml of the hybrid powertrain 1.
[0069] The first module Ml here includes a first reversible electric machine 5 intended to produce a first torque at the drive wheels 3 when it operates in motor mode.
[0070] The reversible electric machine 5 is also capable of operating in generator mode to produce electrical energy and recharge the vehicle's batteries during the implementation of regenerative braking, for example.
[0071] The first module M1 further includes a first mechanical reducer 6 with at least two defined transmission ratios RI and R2 intended to multiply the first torque delivered by the first electric machine 5 and transmit it to the drive wheels 3.
[0072] To do this, the first mechanical reducer 6 includes a primary drive shaft 7, connected to a shaft of the first electrical machine 5, and a secondary drive shaft 8 connected to said primary drive shaft 7.
[0073] The first mechanical reducer 6 further comprises a first idler pinion 9 and a second idler pinion 10 in pivot connection with the primary drive shaft 7.
[0074] To engage the first transmission ratio RI, the first mechanical reducer 6 includes a sliding sleeve 11 capable of locking the first idler gear 9 to the secondary drive shaft 8.
[0075] The sliding gear 11 is also capable of locking the second idler gear 10 to the secondary drive shaft 8 so as to engage the transmission ratio R2.
[0076] The first torque thus multiplied is then delivered to the drive wheels 3 by a differential pinion 12 connected to the secondary drive shaft 8.
[0077] Reference is made to [Fig.3A] which illustrates a detailed view of a first embodiment of the second module M2 of the hybrid powertrain 1.
[0078] The second module M2 comprises a second reversible electric machine 13 capable of delivering a second torque when in motor mode and coupled to the first ML module
[0079] Otherwise, the second electric machine 13 then operates in generator mode when it is not coupled to the drive wheels 3 via the first module M1 but coupled to the third module M3.
[0080] The second module M2 further includes a second mechanical reducer 14 with a transmission ratio R3, configured to multiply the second torque delivered by the second electric machine 13.
[0081] More particularly, the second mechanical reducer 14 includes a primary drive shaft 15 connected to a shaft of the second reversible electric machine 13 and a first secondary drive shaft 16 connected to the primary drive shaft 15 by a pinion.
[0082] The second mechanical reducer 14 further comprises a first idler gear 17 in pivot connection with the first secondary drive shaft 16 and a second secondary drive shaft 18 capable of distributing the second geared torque to the drive wheels 3 when the second module M2 is coupled to the first module ML
[0083] To do this, the second mechanical reducer 14 includes a first sliding gear 19 capable of engaging the ratio R3 by locking the first idler gear 17 to the second secondary drive shaft 18.
[0084] Fig. 3B illustrates a second embodiment of the second module M2 in which the second mechanical reducer 14 has two additional transmission ratios R4 and R5.
[0085] More specifically, the second mechanical reducer 14 includes a second idler pinion 20 in pivot connection with the first secondary drive shaft 16.
[0086] The first sliding gear 19 is then able to engage the second gear R4 by locking the second idler gear 20 of said second secondary drive shaft 18.
[0087] To engage the third gear R5, the second mechanical reducer 14 includes a third secondary drive shaft 21 connected to the primary drive shaft 15 by said pinion and a third idler pinion 22 in pivot connection with the third secondary drive shaft 21.
[0088] A second sliding gear 23 is then able to lock the third idler gear 22 to the second secondary drive shaft 18 and thus distribute the second geared torque to the drive wheels 3 when the second module M2 is coupled to the first module ML
[0089] Fig. 3C illustrates a third embodiment of the second module M2 in which the second mechanical reducer 14 has an additional fourth transmission ratio R6.
[0090] To engage it, the second mechanical reducer 14 includes a fourth idler pinion 24 in pivot connection with the third secondary drive shaft 21.
[0091] The second sliding gear 23 is in this case capable of engaging the fourth gear R6 by locking the fourth idler gear 24 of said second secondary drive shaft 18.
[0092] Reference is made to [Fig.4] which illustrates a first example of the modular architecture of the powertrain 1 in which the first module M1 and the second module M2 are coupled.
[0093] More particularly, the coupling means 4 are in the form of a first splined link L1 which connects the secondary drive shaft 8 of the first reducer 6 to the second secondary drive shaft 18 of the second mechanical reducer 14.
[0094] Thanks to this configuration, the first electric machine 5 and the second electric machine 13 can cooperate to deliver torque to the drive wheels 3.
[0095] The first electric machine 5 then retains its operation in motor mode and the second electric machine 13 becomes a generator.
[0096] Fig. 5 illustrates a second example of the modular architecture of the powertrain 1 in which the first module M1 is coupled to the third module M3 via the second module M2.
[0097] More specifically, the M3 module includes a thermal machine 25 capable of contributing to the delivery of torque to the drive wheels 3 when the second module M2 is coupled to the first module ML
[0098] For this purpose, the coupling means 4 comprise a second grooved link L2 suitable for connecting the first secondary drive shaft 16 of the second reducer 14 to a shaft of the heat engine 25.
[0099] Alternatively, the second link L2 is a clutch suitable for connecting the primary drive shaft 7 of the first reducer 6 to a shaft of the heat engine 25.
[0100] In other words, the first electrical machine 5 serves as a starter for the thermal machine 25.
[0101] Moreover, the invention is not limited to these embodiments and implementations but encompasses all variants thereof.
[0102] For example, the coupling means 4 may have other forms which enable the modules M1, M2 and M3 to perform the functions described above.
Claims
1. Demands Modular architecture powertrain (1) for hybrid motor vehicles, comprising: - at least two drive wheels (3) capable of setting the motor vehicle in motion; - a first module (M1) comprising a first reversible electric machine (5) and a first mechanical reducer (6), with at least two defined transmission ratios (RI, R2), capable of multiplying a first torque delivered by the first electric machine (5) and transmitting it to the drive wheels (3), the first reducer comprising: - a primary drive shaft (7) connected to a shaft of the first electrical machine (5); - a secondary drive shaft (8) connected to the primary drive shaft (7); - a second module (M2) comprising a second reversible electric machine (13) and a second mechanical reducer (14), with at least one defined transmission ratio (R3), capable of multiplying a second torque delivered by the second electric machine (13) when said second electric machine is in motor mode, the second reducer comprising: - a primary drive shaft (15) connected to a shaft of the second reversible electric machine (13); - a first secondary drive shaft (16) connected to the primary drive shaft (15); - a second secondary drive shaft (18) capable of distributing the second geared torque - a third module (M3) comprising a heat engine (25) capable of delivering a third torque to the drive wheels (3) and characterized in that the powertrain (1) comprises coupling means (4) capable of coupling at least two of said modules (M1, M2, M3), said coupling means (4) comprising a first splined link (L1) capable of connecting the secondary drive shaft (8) of the first gearbox (6) to the second secondary drive shaft (18) of the second gearbox (14), so that each module (M1, M2, M3) is capable of operating autonomously or to cooperate with one or more modules (M1, M2, M3) of the powertrain group (1).
2. Powertrain (1) according to claim 1, wherein the first reduction gear (6) further comprises: - at least two idler gears (9, 10) in pivot connection with the primary drive shaft (7); - a sliding gear (11) capable of engaging one of said ratios (RI, R2) by locking the corresponding idler gear (9, 10) to the secondary drive shaft (8) and, - a differential gear (12) connected to the secondary drive shaft (8) and capable of distributing the first geared torque to a differential and to the drive wheels (3).
3. Powertrain (1) according to claim 1 or 2, wherein the second mechanical reducer (6) further comprises: - at least one first idler gear (17) in pivot connection with the first secondary drive shaft (16), and - a first sliding gear (19) capable of engaging said at least one ratio (R3) by locking the corresponding first idler gear (17) to the second secondary drive shaft (18).
4. Powertrain (1) according to claim 3, wherein the second mechanical reducer (14) comprises: - a second idler gear (20) in pivot connection with the first secondary drive shaft (16), the first sliding gear (19) being able to engage a second transmission ratio (R4) by locking the second idler gear (20) to said second secondary drive shaft (18); - a third secondary drive shaft (21) connected to the primary drive shaft (15); - a third idler gear (22) in pivot connection with the third secondary drive shaft (21) and, - a second sliding gear (23) able to engage a third transmission ratio (R5) by locking the third idler gear (22) to said second secondary drive shaft (18).
5. Powertrain (1) according to claim 4, wherein the second mechanical reduction gear (15) comprises a fourth idler gear (24) pivotally connected to the third secondary drive shaft (21), the second sliding gear (23) being capable of engaging a fourth transmission ratio (R6) by locking the fourth idler pinion (24) of said second secondary drive shaft (18).
6. Powertrain (1) according to claim 5, wherein the coupling means (4) comprise a second splined link (L2) suitable for connecting the first secondary drive shaft (16) of the second reducer (14) to a shaft of the heat engine (25).
7. Powertrain according to claim 5, wherein the coupling means (4) comprise a second splined link (L2) suitable for connecting the primary drive shaft (7) of the first reducer (6) to a shaft of the heat engine (25).
8. Powertrain according to any one of claims 1 to 7, wherein the third module (M3) comprises an electric or thermal water pump.
9. Hybrid motor vehicle comprising a powertrain (1) according to any one of claims 1 to 8.