439 results about "Power split" patented technology

A method for power management in an electro-mechanical power-split infinitely variable transmission (eVT) designed to operated within a designated speed ratio range for vehicular applications. The eVT is comprised of an input shaft coupled to the output shaft of a drive engine to receive power, a drive shaft, two electric machines, and a pair of planetary trains each having a sun member, a ring member, a set of planetary members, and a planet carrier. The eVT further contains one or more torque transfer devices to connect or disconnect members of the planetary trains for transferring torque. The drive shaft is coupled with a final drive of a vehicle for delivering or recapturing power to or from the vehicle drive wheels. The two electric machines are interconnected electronically via a power control unit and are coupled respectively with members of the planetary train. The method of power management in the eVT is selected based on the current speed and torque of the input and drive shafts, and upon the desired operating parameters.

The second platenary gear mechanism 18 is a so-called double pinion type planetary gear comprising a sun gear 18a, paired pinions 18b, a carrier 18c which supports the pinions, and a ring gear 18d. The pinions 18b of eeach pair meshes with each other in a state where one of the paired pinions 18b meshes with the sun gear 18a while the other one of the paired pinions 18b meshes with the ring gear 18d. The carrier 18c is coupled to the countershaft 20 and the sun gear 18a is connected to a shaft 11a which is coupled to a gear 11b of a third gear unit 11.

A power split hybrid wheel drive system of the present invention comprises a planetary gear train (16) coupled to the output shaft of a driving engine (12). A primary motor or generator (18) is coupled to an output shaft of the planetary gear train (16) for receiving power therefrom, and a secondary motor or generator (30, 32) is associated with each driven vehicle wheel (14) to provide an electrical power pathway. A mechanical differential gear train (20) is coupled between the output shaft of the planetary gear train (16) and each driven vehicle wheel; (14) to provide a mechanical power pathway, while a mechanical clutch (22) and brake system (24) is configured to regulate the mechanical power routed to the differential gear train (20). A control system (48) is included to regulate the flow of electrical power between the primary motor (18) and secondary motors or generators (30, 32).

A two mode power-split electric hybrid system and a method of control said hybrid system. The hybrid system is comprised of an engine, a transmission, an energy storage device and a control system for effecting said control method. Said transmission is a reconfigurable power split system, comprising a power-splitting device and an output power path selecting device. The power splitting device includes a compound planetary gear system and two electric machines which form a local series electric hybrid system. Said transmission regulates the output power state of said hybrid system by controlling power flow within said local series hybrid system. The hybrid system provides at least two operating mode, an output power split mode and a compound power split mode. Said control system includes multiple controllers and control modules. In accordance with the operating conditions of the hybrid system, said control system computes and sets system power requirement, allocates ob board power resources and sets engine operating speed and torque. In addition, said control system sets the operation mode of the transmission and controls the engine speed by adjusting operating torque of electric machines, based on the differential signal between reference engine speed and actual engine speed. Said control system is also capable of controlling engine torque through engine controller.

An in-vehicle power transmission apparatus is equipped with a plurality of power split rotors and a power transmission control mechanism. The power split rotors work to split power among a rotary electric machine such as a motor-generator, an internal combustion engine, and a driven wheel of the vehicle. If rotational energy, as outputted from the power split rotors, is defined as being positive in sign, the power split rotors are so assembled that when the power transmission control mechanism establishes transmission of the rotational energy that is positive in sign as the power from a first rotor that is one of the power split rotors to the internal combustion engine, the other power split rotors are so linked as to provide output rotational energies which are opposite in sign to each other. This enables the speed of the first rotor to be placed at substantially zero.

The present disclosure provides a power split transmission with two Electric Variable Transmission (EVT) modes and four fixed gears for use in hybrid electrical vehicles (HEV). The present disclosure utilizes two electric motors (“E-motors”), an engine, three planetary gear sets, and four selectively engageable clutches. The clutches are engaged in different combinations to engage the different gears and EVT modes. In the four fixed gears, power is transmitted only on the mechanical path for the highest transmission efficiency. In the two EVT modes, a part of the power is transmitted electrically. Alternatively, the E-motors can be located in the middle integrated with the transmission design. Advantageously, the present invention works with lower component speeds than existing two-mode hybrid transmissions. This can be achieved with a front E-motor design enabling modularity and also with a center E-motor design.

A method for power management in an electro-mechanical power-split infinitely variable transmission (eVT) designed to operated within a designated speed ratio range for vehicular applications. The eVT is comprised of an input shaft coupled to the output shaft of a drive engine to receive power, a drive shaft, two electric machines, and a pair of planetary trains each having a sun member, a ring member, a set of planetary members, and a planet carrier. The eVT further contains one or more torque transfer devices to connect or disconnect members of the planetary trains for transferring torque. The drive shaft is coupled with a final drive of a vehicle for delivering or recapturing power to or from the vehicle drive wheels. The two electric machines are interconnected electronically via a power control unit and are coupled respectively with members of the planetary train. The method of power management in the eVT is selected based on the current speed and torque of the input and drive shafts, and upon the desired operating parameters.

An electric vehicle includes a controller configured to receive sensor feedback from a high voltage storage device and from a low voltage storage device, compare the sensor feedback to operating limits of the respective high and low voltage storage device, determine, based on the comparison a total charging current to the high voltage storage device and to the low voltage storage device and a power split factor of the total charging current to the high voltage device and to the low voltage device, and regulate the total power to the low voltage storage device and the high voltage storage device based on the determination.

A technique for detecting a fiber fault in a WDM optical access network includes launching a test signal into a fiber trunk line linking a central office (“CO”) to a remote node (“RN”) of the WDM optical access network. The test signal is generated by an optical time domain reflectometry unit to simultaneously fault test fiber access lines linking the RN to customer premises. The test signal is separated from downstream WDM signals at the RN. The test signal is power split at the RN into a plurality of access line test signals. The access line test signals are each recombined with a corresponding one of the downstream WDM signals onto a corresponding one of the fiber access lines. Test signal reflections are received at the CO from the fiber access lines as a reflection signature and analyzed to identify a location of the fiber fault.

An electrically variable transmission includes a power source, three differential gear sets, first and second motor / generators each connected to at least one of the gear sets, and torque-transmitting mechanisms. An input member transfers power from the power source through the differential gear sets to an output member. The torque-transmitting mechanisms are selectively engageable to provide an input-split first electrically variable mode having equal forward and reverse speed ratios for given input speeds and a compound, power-split second electrically variable mode. Torque provided from the power source is added to torque provided from the second motor generator in both forward and reverse electrically variable modes.

A powertrain includes a variable ratio transmission device (having an input shaft coupled to an engine and an output shaft coupled to a driven unit, a three-way power split transmission device including three input / output couplings, a first of which is coupled to a flywheel and a second of which is coupled to an electrical machine. The third input / output coupling of the three way power split transmission device is mechanically coupled to the engine and to the input shaft of the variable ratio transmission device.

In a drive apparatus in which a first motor-generator, a power split device, a shift mechanism, and a second motor-generator are coaxially arranged, a first support wall which is next to the second motor-generator and supports one end of a rotor, and a second support wall that supports the other end of the rotor are provided in a case. A switching portion of the shift mechanism is provided on the first support wall. This kind of structure enables the drive apparatus to be shorter in the axial direction.

The present disclosure provides a semi-power split transmission with multiple Electric Variable Transmission (EVT) modes and fixed gears for use in hybrid electrical vehicles (HEV). The present disclosure utilizes two electric motors (“E-motors”), an engine, and two planetary gear sets. The planetary gear sets can include a dual-sun. Ravigneaux-type gear set (DS-RGS), a dual-ring Ravigneaux-type gear set (DR-RGS), a three-sun Ravigneaux-type gear set (TS-RGS), and a normal planetary gear set (PGS). The E-motors can be placed at the front end of the transmission, with one E-motor at the front and one in the middle between the gear sets, and with both E-motors in the middle between the gear sets.

A hybrid driving unit in which a first electric motor (20), a second electric motor (23), a transmission (22) and a power splitting planetary gear (21) are disposed in order from the front side (the side of an internal combustion engine) on an axis within a casing member (14). Since the first electric motor (20) and the second electric motor (23) are disposed adjacently to each other, partial cases for storing these first and second electric motors (20) and (23) may be combined, thus facilitating the accommodation for producing the unit in series.

An electromagnetic, continuously variable transmission power split turbo compound includes a turbo compound turbine driven by exhaust gases from an internal combustion engine, and a power split device comprising a magnetic gear arrangement. The magnetic gear arrangement includes a high speed rotor comprising a first quantity of permanent magnets, a low speed rotor comprising a second quantity of permanent magnets, and a plural pole rotor between the high speed rotor and the low speed rotor. A first rotor of the high speed rotor, the low speed rotor, and the plural pole rotor includes a mechanical input drive adapted to be driven by the turbine. A second rotor of the high speed rotor, the low speed rotor, and the plural pole rotor includes a mechanical output drive. A third rotor of the high speed rotor, the low speed rotor, and the plural pole rotor is unconnected to a mechanical drive and includes a controlling rotor for controlling a ratio of input drive angular velocity to output drive angular velocity.

A power split mechanism of a hybrid vehicle includes a sun gear that is coupled to a electric power generator, a ring gear that is coupled to a electric motor and a driving wheel, a pinion gear that meshes with the sun gear and the ring gear, and a carrier that supports the pinion gear and is coupled to a engine. Each of the arms of a inverter includes a first switching element that is provided on an upper arm thereof, and a second switching element that is provided on a lower arm thereof. A control device turns on one of the first switching element and the second switching element and turns off the other if an operation of stopping a vehicle system is performed during running.

A vehicle transmission includes at least two driving shafts to which power is transmitted from a power source, a driven shaft to which power is transmitted from the driving shafts, drive transmission mechanisms disposed between the driving shafts and the driven shaft, and a switching mechanism that selectively enables power transmission via the drive transmission mechanisms. The driving shafts are disposed concentrically and fitted rotatably relative to each other. The driving shafts are parallel to the driven shaft. A first drive unit is disposed coaxially with the driving shafts. A second drive unit is disposed coaxially with the driven shaft. The first and second drive units are interconnected so as to send and receive powers changed in energy form to and from each other. The transmission thus constructed is excellent in power transmission efficiency, quietness, vehicle mountability, etc., and can realize continuously variable speed change.

A hybrid vehicle includes an internal combustion engine and a motor. A power split means splits a crankshaft power of the internal combustion engine into two drivelines to drive traction wheels of the vehicle using one of the drivelines. A generator is coupled to the other driveline such that torque of the motor is allowed to act upon the one of the drivelines to drive the traction wheels during operation of the motor. A controller includes motor drive mode determination means and control means. The motor drive mode determination means determines whether the vehicle is in a motor drive mode. The control means controls the torque produced in the generator in such a manner that if it is determined that the vehicle is in the motor drive mode, the torque to act upon the crankshaft from outside the internal combustion engine is generally zero.

The invention relates to a drive arrangement for at least one auxiliary equipment of a vehicle, wherein the vehicle comprises a driveline (10) including a gearbox (14), wherein the drive arrangement (40) comprises a power split device (50, 72) having at least three input / output couplings (52, 54, 56), the speed of all said at least three separate couplings being interdependent but not being with a fixed ratio one to the other, and wherein: - a first coupling (52) is connected to the driveline (10), - a second coupling (54) is connected to an electric machine (58), and - a third coupling (56) is connected to said at least one auxiliary equipment (38), characterized in that: - the first coupling (52) is connected to the input shaft (20) of the gearbox ( 14).

A drive train having a power-split transmission for distributing the power to at least one first power branch and at least one second power branch. The first power branch at least indirectly drives an electric generator, while a connection is established between the first power branch and the second power branch by a hydrodynamic circuit, which is disposed at the output end of the power-split transmission. The power flow is influenced in such a way by the hydrodynamic circuit that the speed at which the electric generator is driven is substantially constant.

A method for controlling a power-split gear shift device in a vehicle by providing an electric variator and a transmission with variable gear shift and connecting a drive motor to a traction drive of the vehicle. The electric variator has a compound gear train with at least one first and at least one second electric machine. The method also includes providing a controller for the electric machines for steplessly varying a gear shift of the compound gear train. Upon detection of an external power requirement by an electric consumer, a gear shift region of the transmission with variable gear shift is set to operate the first electric machine in a generator mode and to operate the second electric machine to compensate for an existing power deficit or a power excess relative to an external power demand.

The current invention discloses a multi-mode electro-mechanical variable speed transmission. The transmission includes an input shaft, an output system, at least one planetary gear set having at least three branches each represents a co-axial rotating member, two electric machines along with the associated controllers for the electric machines, and at least a clutch. The first branch couples to the first electric machine with a constant speed ratio; the second branch couples to the output system with a constant speed ratio; and the third branch couples to the input shaft with a constant speed ratio; the second electric machine selectively couples to two different the branches of the planetary gear set with two different constant speed ratios, respectively. Said multi-mode electro-mechanical variable speed transmission is capable of providing multiple operation modes including two electric drive modes and two power split operation modes. Different operation modes cover different speed ratio regimes and are suitable for different power requirements. At the mode switching point, the corresponding clutch or clutches is automatically synchronized. This avoids shock loads during operation mode switching. The transmission is capable of providing operations with at least a fixed output to input speed ratio.

A power, split tailgate system is provided that allows each of an upper and a lower tailgate door to be simultaneously or independently driven between open and closed positions. The tailgate system may be operated in a chauffer mode where the lower tailgate door is opened to allow for the storage of luggage and other materials and in a manner that limits exposure of the passenger compartment.

The power transmission system for use in a vehicle includes a power split device to perform power distribution among a flywheel for storing rotational energy as mechanical energy, an internal combustion engine and an electric rotating machine. The power transmission system is provided with an interrupting device configured to interrupt power transmission between a group of the flywheel and the electric rotating machine and a group of the internal combustion engine and drive wheels of the vehicle when rotational energy stored in the flywheel is transmitted to the electric rotating machine through the power split device under condition that power is transmitted between the internal combustion engine and the drive wheels.