Hibrid Araçlarda Güç İletimi/Yönetimi · 2019-12-06 · including a DC/DC boost converter...

HİBRİD VE ELEKTRİKLİ ARAÇLAR

Abdullah DEMİR, Dr.

Hibrid Araçlarda

Güç İletimi/Yönetimi

Transmissions for Hybrid Vehicles

Image courtesy of General Motors Corp. 2009 Chevy Tahoe

Manual Transmissions and Hybrids

• To gain full advantage from regenerative braking the Insight driver needed to keep the clutch applied while slowing down so that the engine could be driven by the driveline while the IMA motor generated electricity

• This is contrary to the way that most drivers of manual transmission cars drive their vehicles – they apply the clutch and coast to a stop

• The only hybrid vehicle sold in the US with a manual transmission was the 2000 Honda insight

• Manual transmissions do not work well with hybrids as they must remain in gear as the vehicle is slowing down

Light and Mild Hybrids

• The electric motor/generator is connected to the engine crankshaft on a light or mild hybrid.

• This allows a conventional automatic transmission to be used.

• During regenerative braking driveline torque must be passed through the transmission, turning the crankshaft and allowing the motor / generator to generate electricity.

• During regenerative braking roller clutches that normally allow the transmission to freewheel must be locked out.

• The torque converter clutch must remain applied for the driveline torque to be transferred to the crankshaft.

Light and Mild Hybrids

• In order for the motor/generator to receive torque from the driveline

during regenerative braking the torque converter clutch and overrunning

clutches must remained locked.

• To reduce engine drag and maximize regenerative braking some systems

deactivate cylinders during braking.

Motor/Generator

Torque Converter Clutch

Overrunning Clutch

Conventional Automatic transmissions

• The electrically driven hydraulic pump on this transaxle keeps hydraulic pressure applied to the clutches inside the transmission during engine stop mode

Electrically

driven pump

A vehicle that has a start/stop function needs to be able to keep the transmission in gear and ready to accelerate the moment the gas pedal is depressed

Mild Hybrid CVT

• Mild hybrids often use a mechanical CVT type transmission to optimize fuel economy

• Gear reduction is accomplished by a multi-link steel belt running between two pulleys

• The depth of the V-groove in the pulleys can be altered by changing the hydraulic pressure applied to one side of the pulley

• The only gears used inside the transaxle drive reverse gear or are used to transfer torque from the output pulley to the differential

Output pulley

Input pulley

Hydraulic

piston

Hydraulic

piston

CVT Transmissions Reverse

Planetary

Flywheel

Output Pulley Drum

Input Pulley Drum

Belt

Starting Clutch

Valve Body

Differential

Starting Clutch

To get the car rolling from a dead stop the TCM applies a PWM duty cycle that lightly applies the clutch. Once the vehicle begins to move at a speed that will allow the engine to engage the driveline without stalling the clutch is fully engaged.

Flywheel And Damper

Starting Clutch

TCM

Starting Clutch

Solenoid

• Honda hybrids do not use a torque converter.

• A multi-disc hydraulic clutch is used to couple and decouple the transmission form the final drive.

Honda CVT

Flywheel

Damper

Input Pulley Drum

Output Pulley Drum

Belt

Starting Clutch

Pressure Regulator Solenoid

Electronic CVT

Electronic CVT

The Electronic CVT transmission uses two electric motor/generators and a

planetary gearset as a torque combining device

Motor/Generator #2 Motor/Generator #1

Single Mode Hybrid System vs Dual Mode Hybrid System The first production power-split passenger vehicle, the Toyota Hybrid System (THS), was introduced by Abe, (1997), Sasaki (1998), and Hermance (1999). This system, often known as a single-mode system, is the major framework of the vastly popular Prius and the rest of the hybrid fleet from Toyota. New technologies of the hybrid electronic control unit (Nagasaka et al., 1998), variable-voltage power circuit including a DC/DC boost converter (Muta et al., 2004; Kawahashi, 2004), front-and-rear-motor drive (Kimura et al., 2005), motor speed-reduction device (Kamichi et al., 2006), and modification of the planetary gear train (Hermance and Abe, 2006) kept this system as a front-runner on the market. Another major design for power-split HEV on the market is the Allison Hybrid System (Holmes et al., 2003), also known as AHSII. This system, invented by GM as a dual-mode power-split system, is applied to several mid-sized SUV and pickup trucks and has become a major competitor in recent years.

Ref.: Jinming Liu, “MODELING, CONFIGURATION AND CONTROL OPTIMIZATION OF POWER-SPLIT HYBRID VEHICLES”, Doctor of Philosophy (Mechanical Engineering), The University of Michigan, 2007

Single Mode Hybrid System vs Dual Mode Hybrid System (cont.)

A single planetary gear set serves as a power-split device that transfers the engine power to the vehicle through two paths: a mechanical path and an electrical path. The engine power through the mechanical path goes directly to the final drive of the vehicle. The rest of the engine power goes to the motor/generator 1 (MG1), where it is transformed into electricity. This power is then either stored in the battery or send to the motor/generator 2 (MG2) by a controlled power bus. The design of the planetary gear allows the engine speed to run at a continuously variable ratio in respect of the vehicle speed, which benefits the fuel efficiency. This CVT type of operation is controlled by maneuvering the electric motors, an operation often referred as ECVT (Miller 2005). Obviously, the engine power going through the electrical path is less efficient than the mechanical path from an instantaneous viewpoint. However, the energy stored in the battery may be used more efficiently later, which helps to improve the overall vehicle fuel economy.


Single Mode Hybrid System vs Dual Mode Hybrid System (cont.) In this powertrain design, the carrier gear connected to the engine is the input node. The ring gear connected to the final drive is the output node. One of the electric machines is also connected to the output node, with the other MG connected to the third node of the planetary gear set. This setup is called an input-split system because the engine torque is

split into two paths from the input node. The split power then goes to the output node without any further split ratio. And since this is the only operating mode, it is called a single-mode system. Compared to the single-mode system, this dual-mode system has one more planetary gear set and two clutches. Similar to the single-mode system, the engine power flows into the gear trains and is split into a mechanical power path and an electric power path. The

dual-mode is named as such because it consists of two different power-split modes and can be switched from one to another by coordinately locking and unlocking the two clutches. The powertrain can be operated as an input-split system and can be operated as an compound-split system, in which after the engine torque input is split, these torques go through two different paths to the final drive with another split ratio. Although the system appears more complex, such dual-split modes prove to provide higher flexibility (Conlon, 2005; Grewe et al., 2007). Model of a Dual-Mode Power-Split Powertrain (Allison Hybrid System): The difference of a dual-mode power-split system involves additional planetary gears and clutches compared to a single-mode system. The linkages between planetary gear sets provide different kinematic relationship between the gear nodes.


Torque Combining Device

The single mode hybrid CVT uses a planetary gearset to combine torque from an ICE engine and two electric motor/generators.

NOTE:

• The Dual Mode transmission has a damper unit and does not use a torque converter.

• The damper drives an oil pump for high speed operation.

• An electrically driven oil pump is used for low speed operation.

Dual mode system is more efficient a simple transmission cooler is sufficient for removal of excess heat from the electric motors.

Planetary Gearsets

The individual elements of the planetary gearset can be input, output or held.

How the elements are driving, driven or held determines what gear ratio and direction of rotation is produced.

Planetary Carrier

Ring Gear

Sun Gear

Single Mode Transmission

• Ring gear – Connected to the final drive – Also connected to MG2 – Rotates whenever the vehicle is in motion

Planetary Carrier

Ring Gear

Sun Gear

• Planetary carrier – Connected to the engine crankshaft – Rotates whenever the engine is running – Is effectively held whenever the engine is

not running

• Sun gear – Connected to MG1 – The sun gear and MG1 determine the gear

ratio and vehicle speed

Single Mode Drive System

MG2 MG1

Planetary Gearset

Oil Pump Transfer

Chain

Final

Drive

Damper

MG2

MG1

Planetary Gearset

Transfer Chain

Damper

Operating Modes

ICE MG1 MG2

Reverse Off Freewheeling

Forward

Motor

Mode

0 -25 MPH OFF Freewheeling

Backwards

Motor

Mode

25 MPH Engine Start Starts Holding Motor

Mode

25 – 65 MPH

Cruise Running

Motor

Mode

Generator

Mode

Full Throttle Acceleration Running Motor

Mode

Motor

Mode

Deceleration Off Freewheeling

Backwards

Generator

Mode

Toyota Single Mode Transaxle

MG2

Drive Chain

Planetary Gearset

Damper

MG1

Oil Pump

Coolant In/Out

Single Mode inefficiency at highway speeds

• The single mode system is less efficient at highway speeds than a conventional transmission.

• At highway speeds MG2 generates electricity and MG1 uses that electricity to produce power.

• In this process about 20% of the overall energy produced by MG2 is lost to heat in the motors and inverter.

Inverter

MG1 MG2

Güç Çevirici (İnvertör): İnvertör, doğru akımı (DC) alternatif akıma (AC) çeviren elektriksel bir güç çeviricisidir. İnvertör çıkışında üretilen AC güç, kullanılan transformatörlere, anahtarlama ve kontrol devrelerine bağlı olarak herhangi bir gerilimde ve frekansta olabilir.

Dual Mode System

The DUAL MODE transmission combines the low speed efficiency of the single mode system with the high speed efficiency of a conventional mechanical planetary system.

Dual Mode System

• The dual mode system was a joint development project by engineers from:

– General Motors

– BMW

– Mercedes Benz

– Chrysler

• The first vehicle to use this system is the 2008 Chevy Tahoe & 2008 GMC Yukon.

• The basic system was developed in 1997 for GMC city busses – over 1000 of these are on the road.

Dual Mode Transmission

• 3 Planetary Gearsets

• 4 Multiple disc clutches

Dual Mode Transmission

• The Dual Mode transmission has a damper unit and does not use a torque converter.

• The damper drives an oil pump for high speed operation.

• An electrically driven oil pump is used for low speed operation.

Damper

Electric Oil Pump

Mechanical Oil Pump

MG2 MG1

Output Planetary Gearset

Input Planetary Gearset

Damper

Dual Mode Transmission components

Two 60 kW [80 HP] electric motor / generators provide power for low speed electrical operation.

Three Planetary Gearsets

The two electric motors are connected to elements of the front and center planetary gearsets

Four Hydraulic Clutches

Multiple Disc

Clutches

Dual Mode Components

Input Planetary

Reaction Planetary

Output Planetary

MG1 MG2

Driving Clutch A

Holding Clutch B

Driving Clutch C

Holding Clutch D

Damper

Input Split Mode

• Input split mode functions just like the single mode of the Toyota System

• The two electric motors provide torque for low speed operation and the power of the ICE engine can be combined with the two motors to provide maximum torque for acceleration.

• Hydraulic clutch ‘D’ [2nd gear] is needed to connect the two front planetaries to the output shaft.

Clutch D Applied

Input Split Mode

• In Input-Split mode the vehicle can operate under electric power or a combination of electric power and ICE power.

• Under electric operation MG1 acts as a generator and MG2 acts as a motor.

• Input-split mode uses 1st and 2nd gear fixed gear ranges.

• The Input-Split mode usually functions at speeds between 0 and 30 MPH.

Compound Split Mode

• Compound-Split mode provides 4 fixed gear ratios using multiple disc clutches and planetary gearsets.

• Power from the engine is delivered directly to the four multiple disc clutches and two rear planetary gearsets.

Compound Split Mode

A B C D

Clutch ‘A’ Clutch ‘B’ Clutch ‘C’ Clutch ‘D’

First Gear On Off Off On

Second Gear Off Off On Off

Third Gear On Off On Off

Fourth Gear Off On On Off

Compound Split Mode

• Compound-Split mode provides greater efficiency than Input-split mode at highway speeds.

• When running in the Compound-Split mode the electric motors can kick-in whenever additional torque is required.

• Compound-Split mode usually begins at about 30 MPH.

• When the vehicle is running in compound split mode the electric motors can be turned off.

ARA ÖZET

Wei Liu, Hybrid Electric Vehicle System Modeling And Control, This edition first published 2017, Second Edition

Transmission System in Hybrid Electric Vehicles Transmission is another important subsystem of a hybrid electric vehicle and performs

the following functions:

• Achieves transition from a stationary to a mobile state;

• Converts torque and rotational speed from the mover to meet the vehicle’s

momentary traction requirements;

• Provides for forward and reverse motion;

• Gives the vehicle maximal fuel economy and minimal emissions while meeting

drivability requirements.

Since a hybrid vehicle has two or more prime movers with different characteristics,

the transmission plays a more important role than in a conventional vehicle. In order

to obtain the maximal efficiency and optimal performance, a specially designed

transmission is necessary for a given hybrid vehicle system configuration. The

electrical continuously variable transmission (ECVT) and power split transmission

(PST) are two commonly used transmissions in HEVs. These transmissions generally

have more than two planetary gear sets, which provide an additional mechanical

power path so that the electric motor/generator can directly power or regeneratively

brake the vehicle.


Transmission System in Hybrid Electric Vehicles A typical hybrid electric powertrain system includes an ICE and two electric motors (MG1 and MG2) which are interconnected by a planetary gear set that provides various power flow configurations for different modes of operation. MG2 is the primary electric motor assisting the ICE in providing mechanical drive power for the vehicle, and it also acts as a generator to recharge the battery during regenerative braking. MG1 is the secondary electric motor, cranking the ICE during the key start period; it also functions as a generator to transfer power from the ICE to recharge the battery and it provides supplemental power with the powertrain so that the global optimal power flow is achieved while meeting the vehicle’s power demands. A simple schematic diagram of ECVT is given in Fig. 1.


Figure 1: A simple ECVT schematic diagram


Transmission System in Hybrid Electric Vehicles In order for the vehicle to operate in the most efficient state at all times, a practical hybrid electric vehicle normally has an additional mechanical power path so that the vehicle can operate in purely electric mode, purely mechanical mode, and hybrid mode. For example, the Allison two-mode hybrid transmission consists of three planetary gear sets and four controllable engaging friction clutches. This transmission further incorporates two BLDC motors so that the vehicle controller is able to select, amplify, and transfer output torques of the ICE and electric motors to the wheels based on the real driving demand to achieve optimal performance and efficiency. Another example of ECVT is composed of motor, generator, and gearbox subassemblies; its mechanical diagram is shown in Fig. 2. This set-up utilizes a simple planetary gear set to coordinate ICE output power and MG1 output power, which can operate as a motor (positive) or generator (negative); that is, the sun gear of the planetary set (PG1) receives input from MG1, the ICE is connected to the carrier of PG1, and the ring of PG1 connects to the carrier of a Ravigneaux planetary gear set (PG2). Compared with a simple planetary gear set, a Ravigneaux gear set has two sun gears, two sets of planets on a single carrier. One advantage of using a Ravigneaux gear set is that the gear ratio can be selected through clutch-2, depending on the demand power or available regenerative power of the vehicle to achieve optimal performance. The carrier of the Ravigneaux gear set mates with the input of the transfer case, which distributes total power to the front and rear wheels appropriately through a small planetary gear set.

https://www.slideshare.net/jimpotter/evaluation-of-2-motor-hybrid-architectures


Figure 2: Mechanical diagram of an ECVT gear system


Transmission System in Hybrid Electric Vehicles The section diagram of an ECVT housing is shown in Fig. 3. As shown in the figure, the primary sections of an ECVT include the generator (MG1), a power split planetary gear set (PG1), a motor (MG2), a Ravigneaux gear set (PG2), and a transfer case. Mechanically, the engine mounts directly on the ECVT and supplies power through a splined shaft. The MG1 rotor shaft connects to the sun of the planetary gear, while the engine shaft passes through the hollow shaft of MG1 and connects to the planetary carrier. The ring gear and ring gear shaft of PG1 passing through the MG2 rotor connect to the carrier of PG2, while the MG2 rotor shaft connects to the ring gear shaft of PG2. The carrier shaft outputs power to the transfer case, which distributes the power to the front and rear wheels.

Section diagram of an ECVT housing


Modeling of the Transmission System Unlike a conventional vehicle, in which the transmission just matches the ICE characteristics with that particular vehicle’s required characteristics, an HEV transmission also needs to perform the task that controls the direction and amount of power flow on the hybrid powertrain to achieve the optimal overall efficiency of the hybrid electric vehicle. Therefore, an HEV transmission must be able to handle engine-only driving, electric-only driving, and a combination of the two. In addition, it also has to support stop–start functionality, the use of regenerative braking, and shifts in the ICE’s operational zone. Since the transmission plays a very important role in a hybrid vehicle system, various advanced transmissions have been developed to make use of two movers efficiently. The electronic continuously variable transmission (ECVT) has been globally accepted as the standard transmission for hybrid vehicle systems. The transmission system model presented in this section is based on the assumption that the vehicle’s power demand is split between the ICE and the electric motor at the input shaft of the transmission through clutches. A conceptual architecture of such a hybrid vehicle system is illustrated by Fig. 4(a), where the power split device is the key component, and this generally consists of one or two planetary gear sets, as shown in Fig. 4(b). For a detailed analysis of such a power split system, the interested reader may refer to Miller’s paper (Miller, 2006).

Wei Liu, Hybrid Electric Vehicle System Modeling And Control, This

edition first published 2017, Second Edition

Modeling of the Transmission System

Figure 4. The conceptual

architecture of an input split

hybrid electric vehicle. (a) The

conceptual architecture; (b) a

schematic of the planetary

gear set

TRANSMİSYON ÖRNEK UYGULAMA/LAR

Toyota Prius - 5 Operating Modes

Hybrid Transmission The hybrid transmission consists of the power split device, the generator, the electric motor and the reduction gears, etc. The power from the engine is split into two by the power split device. One of the output shafts is connected to the motor and the wheels while the other is connected to the generator. In this way, the motive power from the engine is transmitted through two routes, i.e., a mechanical route and an electrical route. An electronically controlled continuously variable transmission is also provided, which can change speed while continuously varying the rpm of the engine and the rpm of the generator and the electric motor (in relation to vehicle speed).

Notlar: Güç dağıtım tertibatı/ünitesi (Power Split Device) Toyota Hybrid System (THS) used in the 1997 to 2003 Toyota Prius. The second generation system THS II: 2003- 2010 THS III: 2010 - …

Toyota Hybrid Transmission

Toyota Hybrid Transmission

Actions of the Engine, the Generator and the Motor 1) WHEN THE VEHICLE IS AT REST: The engine, the generator and the motor are stopped. 2) DURING START-UP: The vehicle starts moving using only the motor drive. 3) DURING ACCELERATION FROM START: The generator, which also has the function of an engine starter, rotates the sun gear and starts the engine. Once the engine has started, the generator begins generating electricity, which is used for charging the battery and supplied to the motor for driving the vehicle. 4) DURING NORMAL DRIVING: For the most part, the engine is used for driving. Electricity generation is basically not necessary. 5) DURING ACCELERATION: During acceleration from the normal driving state, the engine rpm is increased and, at the same time, the generator begins generating electricity. Using this electricity and electricity from the battery, the motor adds its driving power, augmenting the acceleration.

HEV Architectures - PSD Explained

Electric Vehicle Architectures, Nan Qin, Electric Vehicle Transportation Center, Oct. 17 2016.

http://www.quora.com/What-are-the-differences-between-Prius-and-GM-Chevrolet-Volt-hybrid-technology

http://articles.sae.org/14700/ - New York auto show 2016: Toyota Prius Prime amps up plug-in capabilities; 24-Mar-2016

http://articles.sae.org/14700/ - New York auto show 2016: Toyota Prius Prime amps up plug-in capabilities; 24-Mar-2016

Reading Text Prius Prime doubles the former Prius plug-in’s electric driving range to an estimated 22 miles (35 km) and can travel on electric power up to 84 mph (135 km/h), while the Prime wears substantially revised sheetmetal compared with the Prius. *** At the 2017 Prius Prime unveiling in New York, Toyota said specific fuel-economy figures are not yet available, but it expects the Prime to at least achieve the conventional Prius ratings of 54 mpg (4.4 L/100 km) city and 50 mpg (4.7 L/100 km) highway, despite the added weight of the Prius Prime’s larger 8.8 kW/h battery. Toyota estimates that the new Prius Prime will have a full-charge driving range of 600 miles (966 km) and an estimated mpg-e rating of 120 miles (95 mpg-e for the previous Prius plug-in). *** Although additional battery specifics weren’t provided, Toyota said the Prius Prime’s 8.8 kW/h lithium-ion battery pack can be fully recharged via a household 120-volt outlet in 5.5 hours; that time can halved with a 240-volt Level 2 charger. The battery’s doubled capacity combines with upgrades to the hybrid system hardware that enable both the traction motor and the generator to drive the front wheels; the company said the 2017 Prius Prime is the first Toyota hybrid to use the new dual-motor generator drive.

HEV Architectures - Compound Hybrid - Chevy Volt 1st Gen


General Motors - 2016

http://www.hybridcars.com/why-does-chevys-new-volt-get-worse-fuel-economy-than-the-malibu-hybrid/



EV mode (charge depletion) ER (charge sustaining)

2016 Volt drive unit 2016 Volt engine



Chevy Volt powertrain

The Volt uses an 18.4-kwh LG Chem based pack; the Malibu uses a 1.5-kwh pack with Hitachi cells.

Gen 1 Volt Transmission Operating Modes Explained

http://gm-volt.com/2015/02/20/gen-2-volt-transmission-operating-modes-explained/us/

Gen 2 Volt Transmission Operating Modes Explained

http://gm-volt.com/2015/02/20/gen-2-volt-transmission-operating-modes-explained/us/

KISA ÖZET…

The hybrid transmission consists of the power split device, the generator, the electric motor and the reduction gears, etc. The power from the engine is split into TWO by the power split device. One of the output shafts is connected to the motor and the wheels while the other is connected to the generator. In this way, the motive power from the engine is transmitted through two routes, i.e., a mechanical route and an electrical route.

*** WHY DOES “ELECTRICALLY DRIVEN HYDRAULIC PUMP” USE?

Electrically driven pump: A vehicle that has a start/stop function needs to be able to keep the transmission in gear and ready to accelerate the moment the gas pedal is depressed The electrically driven hydraulic pump on this transaxle keeps hydraulic pressure applied to the clutches inside the transmission during engine stop mode An electrically driven oil pump is used for low speed operation.

Single Mode Hybrid System vs Dual Mode Hybrid System A single planetary gear set serves as a power-split device that transfers the engine power to the vehicle through two paths: a mechanical path and an electrical path. The engine power through the mechanical path goes directly to the final drive of the vehicle. The rest of the engine power goes to the motor/generator 1 (MG1), where it is transformed into electricity. This power is then either stored in the battery or send to the motor/generator 2 (MG2) by a controlled power bus. In this powertrain design, the carrier gear connected to the engine is the input node. The ring gear connected to the final drive is the output node. One of the electric machines is also connected to the output node, with the other MG connected to the third node of the planetary gear set. This setup is called an input-split system because the engine torque is split into two paths from the input node. The split power then goes to the output node without any further split ratio. And since this is the only operating mode, it is called a SINGLE-MODE SYSTEM.

Single Mode Hybrid System vs Dual Mode Hybrid System

Compared to the single-mode system, this DUAL-MODE SYSTEM has one more planetary gear set and two clutches. Similar to the single-mode system, the engine power flows into the gear trains and is split into a mechanical power path and an electric power path. The dual-mode is named as such because it consists of two different power-split modes and can be switched from one to another by coordinately locking and unlocking the two clutches.

The power-split configurations have both all-mechanical and electromechanical paths combining the planetary gear set and two electric machines, as shown in Figure 1. In one path (the all-mechanical path), the power from the internal combustion engine (ICE) is directly transmitted to the wheels. In the other path (the electro-mechanical path), the power from the engine is converted into the electricity by a generator to drive the electric motor or to charge the battery [1,2].

"Trade-off between Multi-mode Powertrain Complexity and Fuel Consumption", EVS-25 Shenzhen, China, Nov. 5-9, 2010 The 25th World Battery, Hybrid and Fuel Cell Electric Vehicle Symposium & Exhibition

The multi-mode hybrid system should have more planetary gears (PGs) and clutches/brakes (CLs/BKs).


One-mode EVT Motor EVT (electro-mechanical infinitely variable

transmission)

Figure is a schematic diagram of the single-mode power split transmission (TM) with a reduction gear (RG). Since the input power from the ICE is split at the planetary gear which is located at the input side, and the power transmission characteristic is represented by a single relationship for the whole speed range, this power-split configuration is called the “input-split type” or “single-mode EVT.” This input-split configuration consists of two planetary gears, and two electric machines (MC1 and MC2). The larger electric machine on the right (MC1) is connected to the output shaft through the second planetary gear and does not affect the speed ratio.


Two-mode EVT The two-mode EVT contains two planetary gear sets, which are required for a compound power split. In the two-mode EVT, they are used for both the input split and compound split, depending on which of the two clutches in the transmission is activated. The second planetary gear set multiplies the torque from the input and both electric motors during input-split operation.


Two-mode EVT with Fixed Gear Ratios

Through engaging or disengaging the four clutches, it realizes six different operation modes including two EVT modes and four fixed gear (FG) modes.


Three-mode EVT with Fixed Gear Ratios

Figure shows a schematic diagram of the three-mode EVT, which has a double-pinion planetary gear [7]. The three-mode EVT can operate in six different modes: three EVT modes and three FG modes. When two clutches are engaged and the other two clutches are disengaged, the powertrain has 2 degrees of freedom and operates in EVT1, EVT2, or EVT3 mode, respectively.

HATIRLATMA PLANET DİŞLİ SİSTEMLERİ

Otomatik Vites Kutusu- Dişli Sistemi (Planet Dişli Sistemi)

Planet dişli sistemleri küçük hacimde yüksek hız oranları elde etmeyi sağlayan bir dişli düzenidir. Sistem iki serbestlik derecelidir.

Bir mekanizmanın serbestlik derecesi, bir mekanizmada bulunan tüm uzuvların konumunu belirlemek için gerekli olan parametre sayısıdır.

Not: Çember/Çevre /Yörünge Dişli

Reverse Gear

Reverse can be accomplished by

two methods:

Driving Gear

Planetary Carrier

Driven Gear

Idler Gear

Ring Gear

Sun Gear

Planetary gearset

Idler

Gearset

Bir planet dişli sistemiyle oluşturulabilecek vites kademeleri: Bir planet dişli sistemiyle sekiz vites kademesi oluşturulabilir. Tabloda bir planet dişli ünitesiyle oluşturulabilecek vites durumları ve hızlardaki değişim gösterilmiştir.

1. Hız Artışı: Güneş dişli sabit tutulup, planet taşıyıcısı döndürüldüğünde hız artışı olur. Taşıyıcı dönerken, planet dişlilerde taşıyıcıyla birlikte döner. Bu durumda çember dişli taşıyıcıdan daha hızlı döner. Yani hız artar. Bu durum bazı otomatik transmisyonlarda ve transakslarda dördüncü vitesi yani overdrive oluşturur. Planet pinyon taşıyıcısı ve çember dişli arasındaki dişli oranı, dişli ebatlarının değiştirilmesiyle değiştirilebilir. 2. Hız Artışı II: Eğer çember dişli sabit tutulur ve taşıyıcı döndürülürse güneş dişli taşıyıcıdan daha hızlı döner. Bu vites durumu normal olarak otomatik transmisyonlarda ve transakslarda kullanılmaz. 3. Hız Azaltması I: Eğer güneş dişli sabit tutulur ve çember dişli döndürülürse planet pinyon taşıyıcısı çember dişliden daha yavaş döner. Bu düzenleme ikinci vitesi oluşturur.

4. Hız Azaltması II: Eğer çember dişli sabit tutulur ve güneş dişli döndürülürse, taşıyıcı düşük hızda döner. Planet pinyonları taşıyıcı üzerinde döner fakat taşıyıcı güneş dişliden daha yavaş döner. Bu vites durumu en büyük tork artışı sağlar. Bu birinci vitesi oluşturmak için kullanılır.

5. Geri Vites I: Taşıyıcı sabit tutulur ve çember dişli döndürülür. Planet pinyon dişlileri avare olarak hareket eder. Onlar güneş dişliyi ters yönde ve çember dişliden daha büyük bir hızla döndürürler. Geri viteste yüksek bir hıza ihtiyaç olmadığından dolayı normal olarak bu birleştirme geri vitesi oluşturmak için kullanılmaz.

6. Geri Vites II: Taşıyıcı sabit tutulur ve hareket güneş dişliden verilirse bu durumda çember dişli ters yönde ve güneş dişliden daha yavaş bir biçimde döner. Bu vites kademesi geri vitesi oluşturur.

7. Prizdirek Vites : Şayet planet dişlinin herhangi iki üyesi birlikte tutulursa veyahut ta aynı hızda döndürülürse, planet dişli seti bir katı mil gibi hareket eder. Dişli setinin giriş ve çıkış milleri arasında, hızda veyahut ta yönde bir değişme olmaz. Dönüştürme oranı 1:1’dir. Bu vites kademesi üçüncü vites veyahut ta prizdirek olarak isimlendirilir.

8. Nötr Vites : Kavramalar hizmete alınmadığı ve bantlara uygulanmadığı zaman planet dişli setinin hiçbir üyesi tutulmamış olur. Üç üyenin hepsi serbesttir. Bu durumda dişli seti vasıtasıyla güç iletilmez. Bu boş vites kademesidir. Bu durum motor üzerindeki yükü kaldır ve motorun çalışmasını temin eder [18:s.628].

Vites Çember dişli

Planet taşıyıcısı

Güneş dişli Hızdaki değişim Muhtemel vites durumları

1 H.A. H.V. T. Artma 4. Vites (Overdrive)

2 T. H.A. H.V. Azalma Kullanılmıyor

3 H.V. H.A. T. Azalma 2. Vites

4 T. H.A. H.V. Azalma 1. Vites

5 H.V. T. H.A. Azalma (Geri vites)

Kullanılmıyor

6 H.A. T. H.V. Azalma Geri vites

7 Herhangi iki dişli tutulursa 1:1 Prizdrekt 3. Vites

8 Bütün dişliler serbest kalırsa Nötr Nötr

Tablo: Bir Planet Dişli Seti ile Oluşturulabilecek Vites Durumları H.A. = Hareket Alan (Çıkış), H.V. = Hareket Veren (Giriş), T. = Tutulan Dişlidir.

Otomatik Vites Kutusu (Planet Dişli Sistemi)

Otomatik Vites Kutusu (Planet Dişli Sistemi)

HATIRLATMA CVT ŞANZIMANLAR

CVT Transmissions

• Continuously Variable Transmissions are ideal for mild hybrid applications.

• CVT transmissions use metal belts and pulleys to transmit power through an infinite number of gear ratios.

• A CVT transmission allows the engine RPM to stay at a constant speed as the vehicle accelerates and decelerates.

Saturn CVT Transaxle

CVT Transmission

A CVT transmission uses a metal belt running between two adjustable pulleys to achieve an infinite number of gear ratios.

Belt

Input Pulley

Output Pulley

CVT Pulleys

• Two cones combine to make a single pulley.

• The distance between the cones can be adjusted by a hydraulic cylinder.

• As the distance between the cones decreases the belt must ride further away from the center – effectively increasing the diameter of the pulley. Moving Cone Fixed Cone

CVT Pulleys

• To maintain belt tension the output pulley must mirror the change in the input pulley.

• When the spacing between the cones of the input pulley becomes smaller the spacing between the cones of the output pulley must become larger by the same amount.

Input Pulley

Output Pulley

Gear Ratios

When the input pulley is at minimum diameter and the output pulley is at maximum diameter the transmission is at maximum reduction. Typically 2.5:1

When the input pulley is at maximum diameter and the output pulley is at minimum diameter the transmission is at maximum Overdrive. Typically 0.4:1

Max Reduction

Max Overdrive

CVT Drive Belt

• The belt is made up of hundreds of ‘T’ shaped links that a held together by two highly flexible steel bands.

• Unlike a rubber ‘V’ belt the metal belt transfers power by pushing through the belt – not by pulling.

CVT Drive Belt and Pulleys

Drive Belt

Input Pulley

Output Pulley

Forward/Reverse Clutch

CVT Pulley Actuator

• A hydraulic piston applies pressure to the moving cone.

• The piston is held inside the bore by spring tension.

• As the hydraulic pressure increases, the moving cone is forced into the fixed cone.

Hydraulic Pressure Feed

CVT Transmissions

• A CVT transmission changes ratios by adjusting the spacing between two cones that form the ‘V’ pulley.

• Moving the two cones together effectively increases the diameter that the belt contacts.

• Moving the cones apart effectively decreases the pulley diameter.

HEV MİMARİLERİ

Schaeffler Technologies GmbH & Co. KG Issued: 2014, July

Possible HEV Powertrain Configurations

Possible BEV Powertrain Configurations

Hibrid Araçlarda Güç İletimi/Yönetimi · 2019-12-06 · including a DC/DC boost converter...

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