Method for Propelling a Vehicle As Well As Drive Unit

(19) &

(11) EP 1 456 050 B1

(12) EUROPEAN PATENT SPECIFICATION

(45) Date of publication and mention (51) Int Cl.: of the grant of the patent: B60K 6/10 (2006.01) F16H 3/72 (2006.01) 08.07.2009 Bulletin 2009/28 B60K 6/365 (2007.10)

(21) Application number: 02783858.0 (86) International application number: PCT/NL2002/000803 (22) Date of filing: 06.12.2002 (87) International publication number: WO 2003/047898 (12.06.2003 Gazette 2003/24)

(54) Method for propelling a vehicle as well as drive unit Verfahren zum betreiben eines Fahrzeugs und Antriebseinheit Procédé de propulsion de véhicule et unité d’entraînement

(84) Designated Contracting States: (74) Representative: Verhees, Godefridus Josephus AT BE BG CH CY CZ DE DK EE ES FI FR GB GR Maria IE IT LI LU MC NL PT SE SI SK TR Brabants Octrooibureau, De Pinckart 54 (30) Priority: 06.12.2001 NL 1019503 5674 CC Nuenen (NL) 09.08.2002 NL 1021241 18.09.2002 NL 1021482 (56) References cited: 29.10.2002 NL 1021776 EP-A- 0 845 618 EP-A- 1 209 017 EP-A2- 1 209 017 WO-A-00/20242 (43) Date of publication of application: DE-A- 10 116 989 FR-A- 2 824 509 15.09.2004 Bulletin 2004/38 US-A- 4 471 668 US-A- 5 577 973 US-A- 5 730 675 (73) Proprietors: • van Druten, Roell Marie • TENBERGE P: "E-AUTOMAT 5612 CR Eindhoven (NL) AUTOMATIKGETRIEBE MIT ESPRIT" VDI • Vroemen, Bas G. BERICHTE, DUESSELDORF, DE, no. 1610, 2001, 5553 BG Valkenswaard (NL) pages 455-479, XP008010754 ISSN: 0083-5560 • Serrarens, Alexander Franciscus Maria • PATENT ABSTRACTS OF JAPAN vol. 2000, no. 5615 NM Eindhoven (NL) 19, 5 June 2001 (2001-06-05) & JP 2001 030774 A (TOYOTA MOTOR CORP), 6 February 2001 (72) Inventors: (2001-02-06) • van Druten, Roell Marie • DRUTEN VAN R.M.: ’Transmission design of the 5612 CR Eindhoven (NL) zero inertia powertrain’ PROEFONTWERP TER • Vroemen, Bas G. VERKRIJGING VAN DOCTOR AAN DE 5553 BG Valkenswaard (NL) TECHNISCHE UNIVERSITEIT EINDHOVEN, XX, • Serrarens, Alexander Franciscus Maria XX XP002357749 5615 NM Eindhoven (NL) • VROEMEN B.G.: ’Component Control for the zero inertia powertrain’ PROEFONTWERP TER VERKRIJGING VAN DOCTOR AAN DE TECHNISCHE UNIVERSITEIT EINDHOVEN, XX, XX XP002357759

Note: Within nine months of the publication of the mention of the grant of the European patent in the European Patent Bulletin, any person may give notice to the European Patent Office of opposition to that patent, in accordance with the Implementing Regulations. Notice of opposition shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention). EP 1 456 050 B1

Printed by Jouve, 75001 PARIS (FR) 1 EP 1 456 050 B1 2

Description Technical state-of-the-art.

Field of the invention. [0005] Such a method is known from Proefschrift door R.M. van Druten, "Transmission design of the zero inertia [0001] The invention relates to a method for preserving 5 powertrain", 27 November 2001. or increasing, preferably stepwise, the driving torque at the wheels of a motorized vehicle, which comprises Summary of the invention. wheels driven by a drive unit, as well as the drive unit comprising a driving source and a transmission system [0006] An objective of the invention is to improve upon connected to the driving source, the transmission system 10 a method as described in the introduction. To this end, comprising: a driving source and a transmission system the method according to the invention is characterized connected to the driving source, the transmission system in that the driving source maintains or increases its torque comprising: a first inertia that is constituted by a flywheel, and torque transmission from the driving source to the an epicyclic gearing with three rotational members, of wheels is maintained or increased by interrupting the which a first member is connected via a first node to the 15 transmission unit, whereby the transmission path from first inertia and a second and third member are connected thedriving source to the wheels runs through the epicyclic via a second and third node, respectively, to two further gearing where the first inertia provides the reaction inertias formed by a driving source and a load, whereby torque. With respect to the method of operation, the in- each member is connected via a first branch to the node vention is based on the insight that by interrupting the and the node is connected via a second branch to one 20 transmission unit, the transmitted torque from the driving of the inertias, a transmission unit with two in/outputs, source to the load can be preserved or even increased which transmission unit is either a transmission unit in by having the transmission path run through the epicyclic which the two in/outputs are coupled to each other via a gearing where the first inertia provides the reaction number of gears and which can be interrupted, or is a torque. continuously variable transmission unit, and of which in/ 25 [0007] In the method according to the invention, outputs a first in/output is connected via a third branch, changing the torque at the wheels is achieved by inter- not comprising a part of one ofthe first or second branch- rupting the transmission unit. This is a different transmis- es, to one of the nodes and the second in/output is con- sion principle with fundamentally different torque ratios nected via another third branch, not comprising a part of in the system. One advantage is the much faster, imme- one of the first or second branches, to another of the30 diate torque change at the wheels (in the desired direc- nodes. tion), without exerting a load on the transmission unit at [0002] The transmission unit can be an Automated that moment. If the transmission unit is a CVT, the addi- Manual Transmission (AMT), a Continuously Variable tional clutch can yield an even larger advantage. The Transmission (CVT), a Manual Transmission (MT), an "elasticity" of the accelerator pedal of the known trans- Automatic Transmission (AT) or a Dual Clutch Transmis- 35 mission system largely depends on the shift speed of the sion (DCT). In this configuration, the torque transmission CVT which in practice is limited by the size of the hydrau- from the driving source to the load is maintained during lical or electrical actuation system. The novelty of the interruption of the transmission unit for the purpose of method of operation according to the invention is mainly changing the transmission ratio. constituted by the initiation of the torque change at the [0003] More particularly, the invention relates to a drive 40 wheels, which happens immediately after the transmis- unit for a vehicle, especially a passenger car or light- duty sion is interrupted, because the transmission ratio of the truck, where the load is mainly constituted by the driven epicyclic gearing differs from that of the last selected wheels of the vehicle. gear. [0004] An epicyclic gearing can be a planetary stage, [0008] An embodiment of the method according to the possibly with double sun-, ring-, and planet-carrier- 45 present invention, is characterized in that the vehicle wheels or with stepped planets, but other epicyclic gear- comprises a clutch that is connected to the transmission ings can also be thought of, such as a differential gear unit, in which method the transmission unit is interrupted or a crown-gear. by disengaging the clutch. This clutch can be a force- A nodecan be a connecting element, for instance a flange closed or a form-closed clutch. or a toothed shaft-end, for connecting to a further node 50 [0009] In order to enhance the possibilities for provid- in a larger assembly in which the drive unit can be mount- ing a reaction torque, one a further embodiment of the ed. Moreover, a node can be a location on a continuous method according to the invention is characterized in that shaft, where, in case the drive unit is mounted in a larger the vehicle comprises a brake which is connected to the assembly, for instance a shaft that is present in the larger first rotational member ofthe epicyclic gearing which assembly is replaced by the shaft of the transmission 55 member itself is connected to the first inertia, the brake system or where the shaft of the drive unit is replaced by is activated during upshifts of the transmission unit, which the shaft ofthe larger assembly. In this case, no detach- causes an increase in the torque transmission from the able connection is present at the node. driving source to the wheels.

2 3 EP 1 456 050 B1 4

[0010] Yet a further preferred embodiment of the meth- via a number of gears and which can be interrupted, or od according to the invention is characterized in that the is a continuously variable transmission unit, and ofwhich vehicle comprises a brake which is connected to the first in/outputs a first in/ output is connected via a third branch, rotational member of the epicyclic gearing which member not comprising a part of one of the first or second branch- itself is connected to the first inertia, in which method the 5 es, to one of the nodes and the second in/output is con- brake is activated during downshifts of the transmission nected via another third branch, not comprising a part unit, towards a transmission ratio larger than the ratio of ofone of the first or second branches, to another of the the speeds of the in/outputs of the transmission unit in nodes, and at least one clutch, which is positioned be- case all clutches are closed, and the speed of the first tween the transmission unit and one of nodes connected rotational member that is connected to the first inertia is 10 to the transmission unit. zero under all circumstances, in order to facilitate faster [0015] Regarding the drive unit the invention is char- downshifting. acterized in that one of the second and third nodes is [0011] Another preferred embodiment of the method operatively inseparable connected to the driving source. according to the invention is characterized in that an ad- [0016] The first inertia is the main reason that the ditional transmission ratio between the driving source 15 torque from the driving source can be transmitted to the and the wheels is obtained by halting the first rotational load (wheels) during the short intervals in which the clutch member of the epicyclic gearing that is connected to the is disengaged. Besides this advantage, the drive unit ac- first inertia. In that case, the epicyclic gearing is used to cording to the invention has several other advantages create an additional transmission ratio besides the trans- depending on the number and location of the clutches. mission ratios that the transmission unit offers. 20 [0017] An additional advantage is that the first inertia, [0012] Yet another preferred embodiment of the meth- embodied as a flywheel, can dampen oscillations ofthe od according to the invention is characterized in that an engine torque, thus enabling a smaller engine-flywheel additional transmission ratio between the driving source in case the engine is an internal combustion engine. and the wheels is obtained by connecting two of the three [0018] Preferably, the second rotational member is rotational members of the epicyclic gearing. Also in this 25 connected to the driving source via the second node, and case, the epicyclic gearing is used to create one or more the third rotational member is connected to a load via the additional transmission ratios besides the previously third node, where the transmission unit is positioned be- mentioned transmission ratios. tween the second and the third node, and where the [0013] The above can be used advantageously in or- clutch is positioned between the transmission unit and der to create an upshift without torque interruption. To 30 the second node. this end, a further embodiment of the method according [0019] An embodiment of the drive unit according to to the invention is characterized in that the first rotational the invention is characterized in that at least one of the member of the epicyclic gearing which is connected to nodes is located on a shaft, on which shaft also a brake the first inertia is halted, or alternatively, two of the three is present. Preferably a brake is located on the shaft that rotational members are connected to each other so that 35 is to be connected to the driving source. By activating a fixed transmission ratio is created between the primary this brake the engine is halted. In this situation, the first driving source and the wheels, and in that the transmis- inertia can drive the load through the epicyclic gearing. sion unit is shifted into a higher gear while a clutch that [0020] Furthermore, a brake is preferably present on is connected to the transmission unit is open, after which the shaft connected to the first inertia. This further brake by closing this clutch and releasing all three rotational 40 is preferably force-closed and has benefits in combina- members, the transition is made towards a transmission tion with a clutch between the transmission unit and the ratio between the driving source and the wheels corre- epicyclic gearing. By activating this brake while opening sponding to a higher gear, without interruption of the the clutch, the torque from an engine connected to the driveline between the driving source and the wheels. second node is transmitted to a load connected to the [0014] The invention furthermore concerns a drive unit 45 third node via the epicyclic gearing, thus creating one comprising comprising a driving source and a transmis- additional gear ratio besides the transmission ratios of sion system connected the driving source, the transmis- the transmission unit. This way, using a transmission unit sion system comprising: a first inertia constituted by a with five gear ratios, a transmission system with six gear flywheel, an epicyclic gearing with three rotational mem- ratios can be obtained, or while retaining a total number bers, of which a first member is connected via a first node 50 of five gear ratios the transmission unit can be equipped to the first inertia and a second and third member are with one gear ratio less. Furthermore, activating this connected via a second and third node, respectively, to brake has benefits during upshifts of the transmission two further inertias formed by a driving source and a load, unit, typically from first to second and from second to whereby each member is connected via a first branch to third gear, in which by closing the brake and opening the the node and the node is connected via a second branch 55 clutch the driving torque is shortly transmitted through to one of the inertias, a transmission unit with two in/ the epicyclic gearing only, which is beneficial for the driv- outputs, which transmission unit is either a transmission ing comfort. If the additional gear ratio obtained with the unit in which the two in/ outputs are coupled to each other brake coincides with third gear, also the upshift from third

3 5 EP 1 456 050 B1 6 to fourth gear can be improved by gradually closing the Detailed description of the drawings. clutch while opening the brake, while the fourth gear was pre-selected. [0028] Figure 1 schematically depicts the vehicle with [0021] A further preferred embodiment of the drive unit the drive unit according to the invention. The vehicle 1 according to the invention is characterized in that the 5 has an epicyclic gearing 3, here embodied as a planetary ratio of the speeds of the in/outputs of the transmission stage with three rotational members 5, 7, 9, which in this unit, in case all clutches are closed and the speed of the embodiment are formed by a sun gear, a ring gear and first rotational member that is connected to the first inertia a planet-carrier gear which holds the planet gears. In the is zero under all circumstances, is between the lowest following, any of these gears can be the first, second or and the highest possible transmission ratio ofthe other 10 third rotational member. two rotational members, and preferably in the middle of [0029] The first rotational member 5 is connected via these two transmission ratios. a first node I to an inertia, here embodied as a flywheel [0022] A further preferred embodiment of the drive unit 11. The second rotational member 7 is connected via a according to the invention is characterized in that the second node II to an engine 13, here embodied as a transmission unit is of the constant-mesh type and has 15 combustion engine, although in principle any type of mo- no synchro-meshes. tor can be applied, such as an electromotor. The third [0023] The driving source can for instance be a com- rotational member 9 is connected via a third node III, a bustion engine or an electromotor. An advantageous em- final reduction and differential gear 15 to the wheels 17 bodiment of the drive unit according to the invention is of a vehicle that constitute the load in this case. characterized in that the driving source comprises a com- 20 [0030] The vehicle 1 furthermore comprises a trans- bustion engine as well as an electromotor/generator con- mission unit 19 with two in/ outputs 21, 23, here embodied nected thereto. A further advantageous embodiment either as a conventional or as an automated manual ofthe drive unitaccording to the invention is characterized transmission unit, although any other conceivable trans- in that the driving source is a high-speed combustion mission unit might be applied, such as a continuously engine that is relatively small and lightweight. Another 25 variable transmission unit. One of the in/outputs 21 is advantageous embodiment of the drive unit according to connected to the second rotational member 7 and the the invention is characterized in that the maximum of other in/output 23 is connected to the third rotational kinetic energy of the first inertia and that of the driving member 9. source differ by no more than a factor of five. [0031] A clutch 25 is present between in/output 21 of [0024] Preferably the first inertia is concentric to the 30 the transmission unit 19 and the second rotational mem- output shaft of the driving source and preferably the first ber 7 of the epicyclic gearing 3. The clutch 25 is a force- inertia is concentric to the first input/output of the trans- closed clutch with slip capability. When clutch 25 is open, mission unit. power is transmitted via the epicyclic gearing 3 to the [0025] Further, it is prefered that the third rotational wheels 17, instead ofvia the transmission unit 19 in case member is connected to the second input/output of the 35 clutch 25 is closed. transmission unit by a single gear stage. [0032] The epicyclic gearing, transmission unit, fly- [0026] Furthermore, the invention concerns a vehicle wheel and clutch together constitute the transmission comprising driven wheels and a drive unit according to system 27 of the vehicle 1, whereas the transmission the invention, wherein the driven wheels are connected system 27 with the engine 13 form the drive unit of the to the third node. 40 vehicle. [0033] To elucidate the configuration and method of Brief description of the drawings. operation of the drive system, figure 2 schematically depicts the vehicle 1 in a diagram. The epicyclic gearing 3 [0027] In the following, the invention is further eluci- is here depicted as a circle with three radially projecting dated by drawings depicting several examples of config- 45 lines that represent the connections with the rotational urations of the vehicle with the drive unit according to the members 5, 7, 9. The engine, load and inertia are indi- invention. cated by E, L and F, respectively, the transmission unit by T and the clutch by C. The load is here the combination Figure 1 depicts a first embodiment of the vehicle of the differential gear and the wheels. comprising the drive unit according to the invention; 50 [0034] Figure 3 schematically depicts a embodiment Figure 2 depicts the vehicle of figure 1 in a diagram; of the vehicle 37 according to the invention. This third Figure 3 schematically depicts a third embodiment embodiment differs from the first depicted in figures 1 of the vehicle according to the invention; and 2, in that a further brake 39 is located between the Figure 4 shows a concrete practical embodiment of flywheel F and the epicyclic gearing 38. This further brake the drive unit according to the invention; 55 39 is a force-closed brake. By activating this brake while Figure 5 depicts a further concrete practical embod- opening the clutch, the engine torque is transmitted to iment of the drive unit according to the invention. the wheels via the epicyclic gearing, thus enabling more advantageous shifting, besides creating one additional

4 7 EP 1 456 050 B1 8 transmission ratio by halting the rotational member. - a first inertia (11; F;), that is constituted by a [0035] Figures 4 and 5 depict two concrete practical flywheel, embodiments of the transmission system. Figure 4 - an epicyclic gearing (3; 38; 57; 75) with three shows a transmission system 41 especially suited for rotational members (5, 7, 9; 59, 63, . 65), of transversely mounted engines. The first input/output 43 5 which of the transmission system is connected to the engine and the output shaft 45 to the differential gear. Only the - a first member (5; 65) is connected via a shafts 49, 51 of the transmission unit 47, holding the first node (I) to the first inertia and gears 53, 55 of the highest and lowest transmission ratio - a second and third member (7, 9; 59, 63) are depicted. The second input/output 51 of the trans- 10 are connected via a second and third node mission unit is connected to the output shaft 45 of the (II, III), respectively, to two further inertias transmission unit. The primary shaft 49 of the transmis- formed by a driving source (13; E) and a sion unit can be connected to the first input/output 43 of load (17; L), whereby each member is con- the transmission system through a clutch 69. nected via a first branch to the node and the [0036] A planetary stage 57 is located between the first 15 node is connected via a second branch to input/output 43 and the primary shaft 49. The planet- car- one of the inertias, rier 59 is connected to the second input/ output 51 of the transmission unit via a gear reduction 61. The ring gear - a transmission unit (27; T; 47; 81) with two in/ 63 is connected to the first input/output 43 and the sun outputs (21, 23; 49, 51; 79, 83), which transmis- gear 65 is connected to a flywheel 67. The clutch 69 is 20 sion unit is either a transmission unit in which positioned between the planetary stage 57 and the first the two in/outputs are coupled to each other via input/output 43. a number of gears and which can be interrupted, [0037] Figure 5 shows a further transmission system or is a continuously variable transmission unit, 71 especially suited for longitudinally mounted engines. and of which in/outputs a first in/output (21; 49; Here the planet-carrier 73 of the planetary stage 75 is 25 79) is connected via a third branch, not compris- connected via an auxiliary shaft 77 to the output shaft 79 ing a part of one of the first or second branches, ofthe transmission system which isalso the second input/ to one of the nodes (II) and the second in/ output output of the transmission unit 81. The primary shaft 83 (23; 51; 83) is connected via another third of the transmission unit is connected to a further auxiliary branch, not comprising a part of one of the first shaft 85 which holds a clutchhalf of clutch 87. 30 or second branches, to another of the nodes (III), [0038] Although above the invention has been eluci- and characterized in that in which method the dated using the drawings, it should be stated that the driving source maintains or increases its torque invention is in no way limited to the embodiments depict- and the torque transmission from the driving ed in these drawings. The invention also extends to all source to the wheels is maintained or increased embodiments that deviate from those depicted in the35 by interrupting the transmission unit, whereby drawings, within the context defined by the appending the transmission path from the driving source to claims. the wheels runs through the epicyclic gearing [0039] As an example, in those embodiments where where the first inertia provides the reaction the energy source is a combustion engine, an electro- torque. motor/generator can be connected to the output shaft of 40 the combustion engine for assisting the combustion en- 2. Method according to claim 1, characterized in that gine. the vehicle comprises a clutch (25; C; 69; 87) that is [0040] Further, in the depicted embodiments an addi- connected to the transmission unit, in which method tional clutch can be positioned between two ofthe three the transmission unit is interrupted by disengaging rotational members in order to set the epicyclic gearing 45 the clutch. into a fixed reduction. 3. Method according to claim 1 or 2, characterized in that the vehicle comprises a brake (39) which is con- Claims nected to the first rotational member of the epicyclic 50 gearing which member itself is connected to the first 1. Method for preserving or increasing, preferably step- inertia (F), in which method the brake is activated wise, the driving torque at the wheels of a motorized during upshifts of the transmission unit, which caus- vehicle, which comprises wheels driven by a drive es an increase in the torque transmission from the unit, as well as the drive unit comprising a driving driving source to the wheels. source (13; E) and a transmission system connected 55 to the driving source, the transmission system com- 4. Method according to claim 1, 2 or 3, characterized prising: in that the vehicle comprises a brake (39) which is connected to the first rotational member of the epi-

5 9 EP 1 456 050 B1 10

cyclic gearing which member itself is connected to - a transmission unit (27; T; 47; 81) with two in/ the first inertia (F), in which method the brake is ac- outputs (21, 23; 49, 51; 79, 83), which transmis- tivated during downshifts ofthe transmission unit, to- sion unit is either a transmission unit in which wards a transmission ratio larger than the ratio of the the two in/outputs are coupled to each other via speeds of the in/outputs of the transmission unit in 5 a number of gears and which can be interrupted, case all clutches are closed and the speed of the or is a continuously variable transmission unit, first rotational member that is connected to the first and of which in/outputs a first in/output (21; 49; inertia is zero for all circumstances, in order to facil- 79) is connected via a third branch, not compris- itate faster downshifting. ing a part of one of the first or second branches, 10 to one ofthe nodes (II) and the second in/output 5. Method according to one of the preceding claims, (23; 51; 83) is connected via another third characterized in that an additional transmission ra- branch, not comprising a part of one of the first tio between the driving source and the wheels is ob- or second branches, to another of the nodes (III), tained by halting the first rotational member (5; 65; and c; 110) of the epicyclic gearing that is connected to 15 - at least one clutch (25; C; 69; 87), which is the first inertia. positioned between the transmission unit (27; T; 47; 81) and one of nodes (II, III) connected to 6. Method according to one of the preceding claims 1-4, the transmission unit, characterized in that characterized in that an additional transmission ra- one of the second and third nodes (II, III) is op- tio between the driving source and the wheels is ob- 20 eratively inseparable connected to the driving tained by connecting two of the three rotational mem- source (13; E). bers (5, 7, 9; 59, 63, 65) of the epicyclic gearing. 9. Drive unit according to claim 8,characterized in 7. Method according to claims 5 or 6,characterized that the second rotational member (7; 63) is con- in that the first rotational member (5; 65) of the ep- 25 nected to the driving source (13; E) via the second icyclic gearing which is connected to the first inertia node (II), and in that the third rotational member (9; is halted, or alternatively, two ofthe three rotational 69; 73) is connected to a load via the third node (III), members (5, 7, 9; 59, 63, 65) are connected to each where the transmission unit (27; T; 47; 81) is posi- other, so that a fixed transmission ratio is created tioned between the second and the third node (II, between the driving source and the wheels, and in 30 III), and where the clutch (25; C; 69; 87) is positioned that the transmission unit is shifted into a higher gear between the transmission unit (27; T; 47; 81) and while a clutch (25; C; 69; 87) that is connected to the the second node (II). transmission unit is open, after which by closing this clutch and releasing all three rotational members, 10. Drive unit according to claim 8 or 9, characterized the transition is made towards a transmission ratio 35 in that at least one of the nodes is located on a shaft, between the driving source and the wheels corre- on which shaft also a brake (35; 39;) is positioned. sponding to a higher gear, without interruption of the driveline between the driving source and the wheels. 11. Drive unit according to any of the preceding claims 8-10, characterized in that the ratio of the speeds 8. Drive unit comprising a driving source (13; E) and a 40 of the in/ outputs (21, 23; 49, 51; 79, 83) of the trans- transmission system connected to the driving mission unit (27; T; 47; 81), in case all clutches (25; source, the transmission system comprising: C; 69; 87) are closed and the speed of the first rotational member (5; 65) that is connected to the first - a first inertia (11; F) constituted by a flywheel, inertia (11; F; 67) is zero under all circumstances, is - an epicyclic gearing (3; 38; 57; 75; P) with three 45 between the lowest and the highest possible trans- rotational members (5, 7, 9; 59, 63, 65), of which mission ratio ofthe other two rotational members (7, 9; 59, 63), and preferably in the middle of these two - a first member (5; 65) is connected via a transmission ratios. first node (I) to the first inertia and - a second and third member (7, 9; 59, 63) 50 12. Drive unit according to any of the preceding claims are connected via a second and third node 8-11, characterized in that the transmission unit is (II, III), respectively, to two further inertias of the constant-mesh type and has no synchro- formed by a driving source (13; E) and a meshes. load (17; L), whereby each member is connected via a first branch to the node and the 55 13. Drive unit according to any of the preceding claims node is connected via a second branch to 8-12, characterized in that the driving source com- one of the inertias, prises a combustion engine, as well as an electromotor/generator connected thereto.

6 11 EP 1 456 050 B1 12

14. Drive unit according to any of the preceding claims Ein- und Ausgängen (21, 23; 49, 51; 79, 83), bei 8-13, characterized in that the maximum of kinetic der es sich entweder um eine Getriebeeinheit energy of the first inertia (11; F; 67) and that of the handelt, in der die beiden Ein- und Ausgänge driving source (13; E) differ by no more than a factor über mehrere Zahnräder gekoppelt sind und die of five. 5 trennbar ausgeführt ist, oder um eine stufenlose Getriebeeinheit, wobei von den genannten Ein- 15. Drive unit according to claim any ofthe preceding und Ausgängen ein erster Ein- und Ausgang claims 8-14, characterized in that the driving (21; 49; 79) über einen dritten Zweig, der keinen source (13; E) is a high-speed combustion engine Teil des ersten oder des zweiten Zweigs um- that is relatively small and lightweight. 10 fasst, mit einem der Knoten (II) gekoppelt ist und der zweite Ein- und Ausgang (23; 51; 83) über 16. Drive unit according to any of the preceding claims einen anderen dritten Zweig, der keinen Teil des 8-15, characterized in that the first inertia is con- ersten oder des zweiten Zweigs umfasst, mit ei- centric to the output shaft of the driving source. nem anderen der Knoten (III) gekoppelt ist, 15 17. Drive unit according to any of the preceding claims dadurch gekennzeichnet, dass bei diesem Ver- 8-16, characterized in that the first inertia is con- fahren das Drehmoment der Antriebsquelleda- centric to the first input/output of the transmission durch gehalten oder gesteigert und die Übertragung unit. des Drehmoments von der Antriebsquelle auf die 20 Räder dadurch beibehalten oder erhöht wird, dass 18. Drive unit according to any of the preceding claims die Getriebeeinheit getrennt wird, wobei die Kraft- 8-17, characterized in that the third rotational mem- übertragung von der Antriebsquelle zu den Rädern ber is connected to the second innut/output of the über das Umlaufrädergetriebe verläuft und das Re- transmission unit by a single gear stage. aktionsmoment von dem ersten Trägheitselement 25 erzeugt wird. 19. Vehicle comprising driven wheels (17; L) and a drive unit according to any one ofthe preceding claims 2. Funktionsweise nach Anspruch 1,dadurch ge- 8-18, wherein the driven wheels are connected to kennzeichnet, dass das Fahrzeug eine Kupplung the third node (III). (25; C; 69; 87) umfasst, die mit der Getriebeeinheit 30 verbunden ist, wobei die Getriebeeinheit bei dieser Funktionsweise durch Lösen der Kupplung getrennt Patentansprüche wird.

1. Funktionsweise für das Halten oder die - vorzugs- 3. Funktionsweise nach einem der Ansprüche 1 oder weise schrittweise - Steigerung des Antriebsdreh- 35 2, dadurch gekennzeichnet, dass das Fahrzeug moments an den Rädern eines motorisierten Fahr- eine Bremse (39) umfasst, die mit dem ersten Dreh- zeugs, wobei das Fahrzeug folgendes umfasst: körper des Umlaufrädergetriebes gekoppelt ist, wel- ches mit dem ersten Trägheitselement (F) gekoppelt - ein erstes Trägheitselement (11; F), das durch ist, wobei die Bremse bei dieser Funktionsweise ak- ein Schwungrad geformt wird, sowie 40 tiviert wird, wenn die Getriebeeinheit in einen höhe- - ein Umlaufrädergetriebe (3; 38; 57; 75) mit drei ren Gang schaltet, wodurch die Übertragung des Drehkörpern (5, 7, 9; 59; 63; 65), wobei Drehmoments von der primären Antriebsquelle auf die Räder erhöht wird. - ein erster Drehkörper (5; 65) über einen ersten Knoten (I) mit dem Trägheitselement 45 4. Funktionsweise nach einem der Ansprüche 1, 2 oder gekoppelt ist, 3, dadurch gekennzeichnet, dass das Fahrzeug - ein zweiter und dritter Drehkörper (7, 9; eine Bremse (39) umfasst, die mit dem ersten Dreh- 59; 63) über einen zweiten beziehungswei- körper des Umlaufrädergetriebes gekoppelt ist, wel- se dritten Knoten (II, III) mit jeweils zwei wei- ches mit dem ersten Trägheitselement (F) gekoppelt teren Trägheitselementen gekoppelt wer- 50 ist, wobei die Bremse bei dieser Funktionsweise ak- den können, die durch eine Antriebsquelle tiviert wird, wenn die Getriebeeinheit in einen nied- (13; E) und eine Last (17; L) geformt wer- rigeren Gang mit einem Übersetzungsverhältnis den, wobei jeder Drehkörper über einen er- schaltet, das größer ist als das Verhältnis zwischen sten Zweig mit dem Knoten und der Knoten den Drehzahlen der Ein- und Ausgänge der Getrie- über einen zweiten Zweig mit einem der55 beeinheit, wenn alle Kupplungen in Eingriff sind und Trägheitselemente verbunden ist, die Drehzahl des mit dem ersten Trägheitselement verbundenen ersten Drehkörpers unter allen Um- - eine Getriebeeinheit (27; T; 47; 81) mit zwei ständen gleich null ist, um ein schnelleres Herunter-

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schalten zu ermöglichen. - eine Getriebeeinheit (27; T; 47; 81) mit zwei Ein- und Ausgängen (21, 23; 49, 51; 79, 83), bei 5. Funktionsweise nach einem der vorangegangenen der es sich entweder um eine Getriebeeinheit Ansprüche, dadurch gekennzeichnet, dass die handelt, in der die beiden Ein- und Ausgänge Änderung des Übersetzungsverhältnisses zwischen 5 über mehrere Zahnräder gekoppelt sind und die der Antriebsquelle und den Rädern erfolgt, indem trennbar ausgeführt ist, oder um eine stufenlose der mit dem Trägheitselement gekoppelte erste Getriebeeinheit, wobei von den genannten Ein- Drehkörper (5; 65; c; 110) des Umlaufrädergetriebes und Ausgängen ein erster Ein- und Ausgang angehalten wird. (21; 49; 79) über einen dritten Zweig, der keinen 10 Teil des ersten oder des zweiten Zweigs um- 6. Funktionsweise nach einem der vorangegangenen fasst, mit einem der Knoten (II) gekoppelt ist und Ansprüche 1 bis 4, dadurch gekennzeichnet, dass der zweite Ein- und Ausgang (23; 51; 83) über ein zusätzliches Übersetzungsverhältnis zwischen einen anderen dritten Zweig, der keinen Teil des der Antriebsquelle und den Räderndadurch ge- ersten oder des zweiten Zweigs umfasst, mit ei- schaffen wird, dass zwei der drei Drehkörper (5, 7, 15 nem anderen der Knoten (III) gekoppelt ist, 9; 59, 63, 65) des Umlaufrädergetriebes miteinander - mindestens eine Kupplung (25; C; 69; 87), die gekoppelt werden. zwischen der Getriebeeinheit (27; T; 47; 81) und einem der Knoten (II, III) angeordnet ist, die mit 7. Funktionsweise nach einem der Ansprüche 5 oder der Getriebeeinheit verbunden sind, 6, dadurch gekennzeichnet, dass der mit dem 20 Trägheitselement gekoppelte erste Drehkörper (5; dadurch gekennzeichnet, dass einer der zweiten 65) des Umlaufrädergetriebes angehalten wird oder und dritten Knoten (II, III) während des Betriebs un- alternativ dazu zwei der drei Drehkörper (5, 7, 9; 59, trennbar mit der Antriebsquelle (13;E) verbundenist. 63, 65) miteinander gekoppelt werden, so dass ein festes Übersetzungsverhältnis zwischen der An-25 9. Antriebseinheit nach Anspruch 8, dadurch gekenn- triebsquelle und den Rädern entsteht, und dass die zeichnet, dass der zweite Drehkörper (7; 63) über Getriebeeinheit in einen höheren Gang geschaltet den zweiten Knoten (II) mit der Antriebsquelle (13; wird, während eine Kupplung (25; C; 69; 87), die mit E) verbunden ist und dass der dritte Drehkörper (9; der Getriebeeinheit verbunden ist, gelöst ist, und das 69; 73) über den dritten Knoten (III) mit der Last ver- Übersetzungsverhältnis zwischen der Antriebsquel- 30 bunden ist, wobei die Getriebeeinheit (27; T; 47; 81) le und den Rädern so gewählt wird, dass dieses ei- zwischen dem zweiten und dem dritten Knoten (II, nem höheren Getriebegang entspricht, ohne dass III) angeordnet ist und die Kupplung (25; C; 69; 87) der Antriebsstrang zwischen der Antriebsquelle und zwischen der Getriebeeinheit (27;T; 47; 81) unddem den Rädern unterbrochen wird. zweiten Knoten (II) angeordnet ist. 35 8. Antriebseinheit, bestehend aus einer Antriebsquelle 10. Antriebseinheit nach einem der Ansprüche 8 oder 9, (13; E) und einem Getriebesystem, das mit der An- dadurch gekennzeichnet, dass mindestens einer triebsquelle verbunden ist, wobei das Getriebesy- der Knoten auf einer Welle angeordnet ist, auf der stem Folgendes umfasst: sich außerdem eine Bremse (35; 39) befindet. 40 - ein erstes Trägheitselement (11; F), das durch 11. Antriebseinheit nach einem der vorangegangenen ein Schwungrad geformt wird, sowie Ansprüche 8 bis 10,dadurch gekennzeichnet, - ein Umlaufrädergetriebe (3; 38; 57; 75) mit drei dass das Verhältnis zwischen den Drehzahlen der Drehkörpern (5, 7, 9; 59; 63; 65), wobei Ein- und Ausgänge (21, 23; 49, 51; 79, 83) der Ge- 45 triebeeinheit (27; T; 47; 81) dann, wenn alle Kupp- - ein erster Drehkörper (5; 65) über einen lungen (25; C; 69; 87) in Eingriff sind und die Dreh- ersten Knoten (I) mit dem Trägheitselement zahl des mit dem ersten Trägheitselement (11; F) gekoppelt ist, gekoppelten ersten Drehkörpers (5; 65) null beträgt, - ein zweiter und dritter Drehkörper (7, 9; zwischen dem niedrigsten und dem höchsten Über- 59; 63) über einen zweiten beziehungswei- 50 setzungsverhältnis liegt, das zwischen den beiden se dritten Knoten (II, III) mit jeweils zwei wei- anderen Drehkörpern (7, 9; 59, 63) möglich ist, und teren Trägheitselementen gekoppelt wer- zwar vorzugsweise in der Mitte zwischen diesen beiden können, die durch eine Antriebsquelle den Übersetzungsverhältnissen. (13; E) und eine Last (17; L) geformt werden, wobei jeder Drehkörper über einen er- 55 12. Antriebseinheit nach einem der vorangegangenen sten Zweig mit dem Knoten und der Knoten Ansprüche 8 bis 11,dadurch gekennzeichnet, über einen zweiten Zweig mit einem der dass die Getriebeeinheit nach dem Prinzip des Dau- Trägheitselemente verbunden ist, ereingriffs ausgeführt ist und keine Synchronisier-

8 15 EP 1 456 050 B1 16

einrichtung besitzt. échangeur (I), - un deuxième et troisième corps rotatifs (7, 13. Antriebseinheit nach einem der vorangegangenen 9; 59, 63) peuvent être couplés, par l’inter- Ansprüche 8 bis 12,dadurch gekennzeichnet, médiaire d’un deuxième respectivement un dass die Antriebsquelle einen Verbrennungsmotor 5 troisième échangeur (II, III), à respective- sowie einen damit gekoppelten Elektromotor/Gene- ment deux autres inerties qui sont formées rator umfasst. d’unesource motrice (13; E) et d’une charge (17; L), où chaque corps rotatif est relié à 14. Antriebseinheit nach einem der vorangegangenen l’échangeur par l’intermédiaire d’une pre- Ansprüche 8 bis 13,dadurch gekennzeichnet, 10 mière branche et l’échangeur est relié à dass sich die maximale kinetische Energie des er- l’une des inerties par l’intermédiaire d’une sten Trägheitselements (11, F; 67) und die der An- deuxième branche, triebsquelle (13; E) um nicht mehr als den Faktor fünf voneinander unterscheiden. - une unité de transmission (27; T; 47; 81) ayant 15 deux entrées/sorties (21, 23; 49, 51; 79, 83), la- 15. Antriebseinheit nach einem der vorangegangenen quelle unité de transmission est soit une unité Ansprüche 8 bis 14,dadurch gekennzeichnet, de transmission pouvant être interrompue et dass die Antriebsquelle (13; E) aus einem schnell- dans laquelle les deux entrées/ sorties sont cou- laufenden Verbrennungsmotor besteht, der relativ plées l’une à l’autre par l’intermédiaire d’un cer- klein ist und ein geringes Gewicht besitzt. 20 tain nombre de roues d’engrenage, soit une uni- té de transmission à variation continue, et dont 16. Antriebseinheit nach einem der vorangegangenen une première entrée/sortie (21; 49; 79) des en- Ansprüche 8 bis 15,dadurch gekennzeichnet, trées/sorties est couplée à l’un des échangeurs dass das erste Trägheitselement konzentrisch zu (II) par l’intermédiaire d’une troisième branche der Ausgangswelle der Antriebsquelle ausgeführt 25 ne comportant aucune partie de la première ou ist. deuxième branche, et la deuxième entrée/ sortie (23; 51; 83) est couplée à un autre des échan- 17. Antriebseinheit nach einem der vorangegangenen geurs (III) par l’intermédiaire d’une autre troisiè- Ansprüche 8 bis 16,dadurch gekennzeichnet, me branche ne comportant aucune partie de la dass das erste Trägheitselement konzentrisch zu 30 première ou deuxième branche, dem ersten Ein- und Ausgang der Getriebeeinheit ausgeführt ist. caractérisé en ce que, dans le procédé, la source motrice maintient ou augmente son couple, et le 18. Antriebseinheit nach einem der vorangegangenen transfert de couple de la source motrice sur les roues Ansprüche 8 bis 17,dadurch gekennzeichnet, 35 est maintenu ou augmenté par interruption de l’unité dass der dritte Drehkörper über eine einfache Zahn- de transmission, où le chemin de transmission de la radgetriebestufe mit dem zweiten Ein- und Ausgang source motrice vers les roues passe par le train épi- der Getriebeeinheit verbunden ist. cycloïdal et où la première inertie fournit le couple de réaction. 19. Fahrzeug, das Antriebsräder (17; L) sowie eine An- 40 triebseinheit nach einem der vorangegangenen An- 2. Procédé selon la revendication 1,caractérisé en sprüche 8 bis 18 umfasst, wobei die Antriebsräder ce que le véhicule comprend un embrayage (25; C; mit dem anderen dritten Knoten (III) verbunden sind. 69; 87) qui est relié à l’unité de transmission, l’unité de transmission duquel procédé étant interrompue 45 en ouvrant l’embrayage. Revendications 3. Procédé selon la revendication 1 ou 2, caractérisé 1. Procédé pour maintenir ou, de préférence par éta- en ce que le véhicule comprend un frein (39) couplé pes, augmenter le couple d’entraînement sur les au premier corps rotatif du train épicycloïdal, lequel roues d’un véhicule motorisé, lequel véhicule 50 corps rotatif étant couplé à la première inertie (F), le freinduquel procédé étant activé pendantle passage - comprend une première inertie (11; F) formée en vitesse supérieure de l’unité de transmission, grâ- d’un volant d’inertie, ainsi qu’ ce à quoi le transfert de couple de la source motrice - un train épicycloïdal (3; 38; 57; 75) ayant trois primaire sur les roues est accru. corps rotatifs (5, 7, 9; 59, 63, 65), dont 55 4. Procédé selon la revendication 1, 2 ou 3, caracté- - un premier corps rotatif (5; 65) est couplé risé en ce que le véhicule comprend un frein (39) à l’inertie par l’intermédiaire d’un premier couplé au premier corps rotatif du train épicycloïdal,

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lequel corps rotatif étant couplé à la première inertie l’échangeur par l’intermédiaire d’une pre- (F), le frein duquel procédé étant activé pendant le mière branche et l’échangeur est relié à rétrogradage vitesse de l’unité de transmission, vers l’une des inerties par l’intermédiaire d’une un rapport de réduction qui est plus élevé que le deuxième branche, rapport des vitesses des entrées/sorties de l’unité 5 de transmission dans le cas où tous les embrayages - une unité de transmission (27; T; 47; 81) ayant sont fermés et la vitesse du premier corps rotatif relié deux entrées/sorties (21, 23; 49, 51; 79, 83), la- à la première inertie est égale en toutes conditions quelle unité de transmission est soit une unité à zéro, afin de permettre un rétrogradage vitesse de transmission pouvant être interrompue et plus rapide. 10 dans laquelle les deux entrées/ sorties sont cou- plées l’une à l’autre par l’intermédiaire d’un cer- 5. Procédé selon une des revendications précédentes, tain nombre de roues d’engrenage, soit une uni- caractérisé en ce que le changement du rapport té de transmission à variation continue, et dont de réduction entre la source motrice et les roues s’ac- une première entrée/sortie (21; 49; 79) des en- complit en stoppant le premier corps rotatif (5; 65; c; 15 trées/sorties est couplée à l’un des échangeurs 110) du train épicycloïdal, lequel corps rotatif étant (II) par l’intermédiaire d’une troisième branche couplé à l’inertie. ne comportant aucune partie de la première ou deuxième branche, et la deuxième entrée/ sortie 6. Procédé selon une des revendications 1 à 4 précé- (23; 51; 83) est couplée à un autre des échan- dentes, caractérisé en ce qu’un rapport de réduc- 20 geurs (III) par l’intermédiaire d’une autre troisiè- tion additionnel entre la source motrice et les roues me branche ne comportant aucune partie de la est obtenu en couplant l’un à l’autre deux des trois première ou deuxième branche, et corps rotatifs (5, 7, 9; 59, 63, 65) du train épicycloïdal. - au moins un embrayage (25; C; 69; 87) qui se trouve entre l’unité de transmission (27; T; 47; 7. Procédé selon la revendication 5 ou 6, caractérisé 25 81) et l’un des échangeurs (II, III) relié à l’unité en ce que le premier corps rotatif (5; 65), couplé à de transmission, l’inertie, du train épicycloïdal est stoppé ou, alterna- tivement, deux des trois corps rotatifs (5, 7, 9; 59, caractérisée en ce que l’un des deuxième et troi- 63, 65) sont couplés l’un à l’autre, de telle sorte qu’un sième échangeurs (II, III) est, pendant le fonction- rapport de transmission fixe apparaît entre la source 30 nement, relié de façon indissociable à la source mo- motrice et les roues, et en ce que l’unité de trans- trice (13; E). mission est réglée à une vitesse plus élevée tandis qu’un embrayage (25; C; 69; 87), étant relié à l’unité 9. Unité motrice selon la revendication 8, caractérisée de transmission, est ouvert, et passe à un rapport en ce que le deuxième corps rotatif (7; 63) est relié de réduction entre la source motrice et les roues qui 35 à la source motrice (13; E) par l’intermédiaire du correspond à une vitesse plus élevée, sans interrup- deuxième échangeur (II), et en ce que le troisième tion de la ligne de commande entre la source motrice corps rotatif (9; 69; 73) est relié à la charge par l’in- et les roues. termédiaire du troisième échangeur (III), où l’unité de transmission (27; T; 47; 81) se trouve entre le 8. Unité motrice comprenant une source motrice (13; 40 deuxième et le troisième échangeur (II,III), et où E) et un système de transmission relié à la source l’embrayage (25; C; 69; 87) se trouve entre l’unité motrice, lequel système de transmission: de transmission (27; T; 47; 81) et le deuxième échan- geur (II). - comprend une première inertie (11; F) formée d’un volant d’inertie, ainsi qu’ 45 10. Unité motrice selon la revendication 8 ou 9, carac- - un train épicycloïdal (3; 38; 57; 75) ayant trois térisée en ce qu’au moins un des échangeurs se corps rotatifs (5, 7, 9; 59, 63, 65), dont trouve sur un axe, axe sur lequel se trouve en outre un frein (35; 39). - un premier corps rotatif (5; 65) est couplé à l’inertie par l’intermédiaire d’un premier 50 11. Unité motrice selon une des revendications 8 à 10 échangeur (I), précédentes, caractérisée en ce que le rapport des - un deuxième et troisième corps rotatifs (7, vitesses des entrées/sorties (21, 23; 49, 51; 79, 83) 9; 59, 63) peuvent être couplés, par l’inter- de l’unité de transmission (27; T; 47; 81), dans le cas médiaire d’un deuxième respectivement un où tous les embrayages (25; C; 69; 87) sont fermés troisième échangeur (II, III), à respective- 55 et la vitesse du premier corps rotatif (5; 65) couplé ment deux autres inerties qui sont formées à la première inertie (11; F) est nulle, a une valeur d’unesource motrice (13; E) et d’une charge située entre les valeurs la plus basse et la plus élevée (17; L), où chaque corps rotatif est relié à possibles du rapport de réduction entre les deux

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autres corps rotatifs (7, 9; 59, 63), et de préférence au milieu de ces deux valeurs des rapports de ré- duction.

12. Unité motrice selon une des revendications 8 à 11 5 précédentes, caractérisée en ce que l’unité de transmission est de type à engrènement continu et n’a pas de Synchromesh (synchroniseur).

13. Unité motrice selon une des revendications 8 à 12 10 précédentes, caractérisée en ce que la source motrice comprend un moteur à combustion interne, ainsi qu’un moteur électrique/ générateur lui étant cou- plé. 15 14. Unité motrice selon une des revendications 8 à 13 précédentes, caractérisée en ce que l’énergie ci- nétique maximale de la première inertie (11; F; 67) et de la source motrice (13; E) diffèrent l’une de l’autre d’un facteur pas plus grand que cinq. 20

15. Unité motrice selon une des revendications 8 à 14 précédentes, caractérisée en ce que la source motrice (13; E) a un moteur à combustion interne à gran- de vitesse étant relativement petit et ayant un poids 25 faible.

16. Unité motrice selon une des revendications 8 à 15 précédentes, caractérisée en ce que la première inertie est concentrique à l’axe sortant de la source 30 motrice.

17. Unité motrice selon une des revendications 8 à 16 précédentes, caractérisée en ce que la première inertie est concentrique à la première entrée/sortie 35 de l’unité de transmission.

18. Unité motrice selon une des revendications 8 à 17 précédentes, caractérisée en ce que le troisième corps rotatif est relié à la deuxième entrée/ sortie de 40 l’unité de transmission par l’intermédiaire d’un seul étage d’engrenage.

19. Véhicule comprenant desroues motrices (17;L), ainsi qu’une unité motrice selon une des revendications 45 8 à 18 précédentes, où les roues motrices sont re- liées à l’autre troisième échangeur (III).

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REFERENCES CITED IN THE DESCRIPTION

This list of references cited by the applicant is for the reader’s convenience only. It does not form part of the European patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be excluded and the EPO disclaims all liability in this regard.

Non-patent literature cited in the description

• R.M. van Druten. Transmission design of the zero inertia powertrain, 27 November 2001 [0005]