Transmission system with a continuously variable transmission ratio

• US 7,395,143 B2
• Filed: 12/11/2002
• Issued: 07/01/2008
• Est. Priority Date: 12/14/2001
• Status: Active Grant

• Current Assignee: C.R.F. Societa Consortile Per Azioni
• Original Assignee: Cefla Societa' Cooperativa
• Inventors: Pellegrino, Gian Mario, Vagati, Alfredo, Del Gobbo, Angela, Tarquinio, Liborio, Villata, Franco, Fratta, Antonino, Re Fiorentin, Stefano
• Primary Examiner(s): Tran; Khoi H.
• Assistant Examiner(s): WEISKOPF, MARIE
• Application Number:
  US10/498,556
• Publication Number:
  US 20050085975A1
• Time in Patent Office: 2,029 Days
• Field of Search: 701/102, 701/110, 701/114, 701/22, 701/24, 701/84, 701/54, 701/4, 180/65.1, 180/65.2, 180/65.4, 318/139, 318/148
• US Class Current: 701/54
• CPC Class Codes: B60K 2006/262 the motor or generator are used as clutch, e.g. between engine and driveshaft
• CPC Class Codes: B60K 2006/268 Electric drive motor starts the engine, i.e. used as starter motor
• CPC Class Codes: B60K 6/448 Electrical distribution type
• CPC Class Codes: B60L 15/2072 for drive off
• CPC Class Codes: B60L 15/2081 for drive off on a slope
• CPC Class Codes: B60L 2240/12 Speed
• CPC Class Codes: B60L 2240/32 Driving direction
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/642 Slope of road
• CPC Class Codes: B60L 2240/80 Time limits
• CPC Class Codes: B60L 2260/28 Four wheel or all wheel drive
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 50/61 by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: F02N 11/04 the motors being associated with current generators
• CPC Class Codes: H02K 16/02 Machines with one stator and two or more rotors
• CPC Class Codes: H02K 51/00 Dynamo-electric gears, i.e. dynamo-electric means for transmitting mechanical power from a driving shaft to a driven shaft and comprising structurally interrelated motor and generator parts
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 : Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 : Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 : Electric energy management in electromobility
• CPC Class Codes: Y02T 90/16 : Information or communication technologies improving the operation of electric vehicles
• CPC Class Codes: Y10S 903/945 : Characterized by control of gearing, e.g. control of transmission ratio

Abstract

The system (CVT) includes a first electrical machine (M1) with a first rotor (R1) provided with a multiphase winding (W1) and fixed firmly to the shaft (1) of the internal combustion engine (ICE) and a second rotor (R2) or intermediate rotor coaxial with the first rotor (R1) and carrying first magnetic means (PM1) operatively cooperating with the winding (W1) of the first rotor (R1), the intermediate rotor (R2) being coupled with at least one axle (2) of the motor vehicle, and a second rotary electrical machine (M2) coaxial with the first (M1) and including a stator (ST), which is arranged on the opposite side of the intermediate rotor (R2) to the first rotor (R1) and is provided with a multiphase winding (W2), as well as the intermediate rotor (R2) which also carries second magnetic means operatively cooperating with the winding (W2) of the stator (ST), a first inverter and a second inverter (I1, I2) of which the a.c. sides are connected to the winding (W1) of the rotor (R1) and to the winding (W2) of the stator (ST), respectively, and the respective d.c. sides are connected in parallel with one another by means of a d.c. voltage link (L), sensors (S1-Sn) suitable for providing electrical signals indicative of predetermined parameters relating to predefined operating conditions of the internal combustion engine (ICE) and of the motor vehicle, and an electronic control unit (ECU) connected to the sensors (S1-Sn) and to the inverters (I1, I2) and arranged to control the operation of the inverters (I2, I2) in a manner such that, after the engine (ICE) has been started, the voltage (VDC) in the d.c. voltage link (L) is regulated to a predetermined value which is variable in accordance with predetermined procedures in dependence on the values of the parameters monitored by the sensors (S1-Sn).

Claims

1. A transmission system with a continuously variable transmission ratio, particularly for a motor vehicle provided with an internal combustion engine, comprising:

a first rotary electrical machine including a first rotor provided with a multiphase winding and fixed for rotation with the shaft of the internal combustion engine, and a second rotor or intermediate rotor arranged coaxially with the first rotor and carrying first magnetic means operatively cooperating with the winding of the first rotor, the intermediate rotor being coupled mechanically with at least one axle of the motor vehicle, and

a second rotary electrical machine coaxial with the first and including a stator, which is arranged on the opposite side of the intermediate rotor to the first rotor and is provided with a multiphase winding, as well as the intermediate rotor which also carries second magnetic means operatively cooperating with the winding of the stator,

a first inverter and a second inverter having respective alternating-current sides connected to the winding of the rotor and to the winding of the stator, respectively, and respective direct-current sides connected in parallel with one another by means of a d.c. voltage link,

sensor means suitable for providing electrical signals indicative of the values adopted by a plurality of predetermined parameters indicative of predefined operating conditions of the internal combustion engine and of the motor vehicle, and

electronic control means connected to the sensor means as well as to the inverters and arranged to control the operation of the inverters in a manner such that, after the internal combustion engine has been started, the voltage in the d.c. voltage link is regulated to a predetermined value which is variable in accordance with predetermined procedures in dependence on the values of the parameters monitored by the sensors;

wherein the electronic control means are arranged to drive the inverters in a manner such that the voltage in the d.c. voltage link is regulated to the minimum value necessary to impart the desired current values to the windings in operation.

2. A system according to claim 1 in which the first and second electrical machines are formed in a manner such that:

if r indicates the ratio ω

_MAX/ω

_base, where ω

_MAX is the maximum angular velocity of the output, that is, of the intermediate rotor, and ω

_base is the angular velocity of the intermediate rotor, starting from which a torque equal to a predetermined maximum value is to be applied to the wheels of the axle, and

if b indicates the ratio ω

_MAX/ω

_ICE,MAX is the rate of rotation of the shaft of the internal combustion engine at which the engine delivers the maximum power,

b is substantially equal to 2r/(r+1).

3. A system according to claim 1 in which auxiliary electrical-energy storage means, controlled by the electronic control means predetermined procedures, are connected to the d.c. voltage link.

4. A system according to claim 3 in which the auxiliary energy storage means comprise electrical accumulators to which a bidirectional d.c./d.c. converter is connected.

5. A system according to claim 4 in which the d.c./d.c. converter is of the back-boost type.

6. A system according to claim 5 in which the d.c./d.c. converter is of the step-up type.

7. A system according to claim 1 in which the first and second electrical machines are reluctance machines.

8. A system according to claim 7 in which at least one of the first electrical machine and the second electrical machine are of the “

switched reluctance”

type.

9. A system according to claim 7 in which at least one of the first electrical machine and the second electrical machine are of the synchronous or variable reluctance type.

10. A system according to claim 9 in which the intermediate rotor is laminated in a transverse direction.

11. A system according to claim 10 in which at least one of the stator and the first rotor has a number equal to n_s of slots per pair of poles and the intermediate rotor has a number equal to n_r of equivalent slots per pair of poles, the following relationships between the numbers n_s and n_r being true:

n_s−

n_r≠

0, +2, −

2;

n_r>

6; and

n_s≠

m·

n_r where m is a whole number.

12. A system according to claim 11 in which n_s−

nr =±

4.

13. A system according to claim 9 in which the intermediate rotor is laminated in a longitudinal, that is, axial direction.

14. A system according to claim 9 in which the intermediate rotor is provided with phase-advancing magnets.

15. A system according to claim 7 in which at least one of the first electrical machine and the second electrical machine is of the sampled-permeance type.

16. A system according to claim 7 in which the first rotor has a plurality of permanent magnets on its surface facing the second rotor.

17. A system according to claim 16 in which each tooth of the first rotor has at least one peripheral groove or recess which faces the intermediate rotor and is free of conductors or magnets.

18. A system according to claim 7 in which the first rotor has a shaft in which a central duct is formed for a flow of coolant fluid, one end of the central duct communicating with at least one radially outer duct in which the coolant fluid flows in the opposite direction to the flow in the central duct, in operation.

19. A system according to claim 3, in which the control means are arranged:

to activate the unit comprising the electrical machines such that an output of the unit rotates in a predetermined initial direction and applies to the load a torque (T_OUT) having a value (T_start) lower than the value necessary to cause rotation of the load to start but sufficient to bring about a condition of resilient torsion of the load, and

to activate the unit, whilst the load is subject to the torsion, such that the output of the unit rotates in the opposite direction to the previous direction and develops a predetermined torque so that the load is subjected to a first resultant torque substantially corresponding to the sum of the torque from the unit and of the twisting moment generated by the resilient return of the load from the above-mentioned resilient torsion condition.

20. A system according to claim 19 in which the unit is then activated again in the initial direction whilst the load is in a new condition of resilient torsion induced by the first resultant torque so that the load is now subjected to a new or second resultant torque substantially corresponding to the sum of the torque now developed by the unit and of the twisting moment generated by the resilient return of the load from the new resilient torsion condition.

21. A system according to claim 19 in which the unit is activated in the opposite direction to the previous direction, on each occasion, when the angular velocity of the output of the unit falls to a predetermined value during the application of torque to the load in the previous direction.

22. A system according to claim 19 in which the engine comprises at least one cylinder provided with intake/exhaust valves and in which, after the shaft of the engine has started to rotate, the unit is activated, in a first stage, in the opposite direction to the normal direction of rotation of the shaft of the engine for a limited angular displacement and with a predefined low torque, and then the unit is activated in the normal direction of rotation of the shaft so as to increase the angular displacement available before the shaft reaches the first top dead centre position and to utilize any conditions of pseudo-elastic compression of the gas contained in at least one cylinder which has its intake/exhaust valves closed during the said first stage, so that there is added to the torque now applied to the shaft by the unit a twisting force in the same direction generated by the return of the gas from the pseudo-elastic compression condition.