FR2838679A1 - Drive system for vehicle, uses epicyclic gear coupling of internal combustion engine, electric machine and vehicle wheels, under control of a central control unit - Google Patents

Abstract

The vehicle drive has an internal combustion engine (MT) operated by a main controller (13), and an electric machine (ME) that can act as motor or generator under the main controller. An epicyclic gear train couples the motors to the wheels through a differential (5). A coupling controller (9) ensures optimal change of speed ratios to provide the function of an infinitely variable transmission.

Description

made in the form of a separation net, or a blind with slats.

  i. The present invention relates to a training system for a vehicle. More particularly, the training system of the invention is applicable to a hybrid-type powertrain in which the drive is performed by the combination of a heat engine and / or one or more engines.

electriq ues.

  In the state of the art, a hybrid propulsion system comprises a transmission device equipped with a box

o Speeds at reports.

  Another device is associated with the transmission device that combines the motive power of the electric machine with the engine power delivered by the engine. it has already been proposed to gather or combine on the one hand the coupling device of the electric machine and the engine, on the other hand the gearbox. However, the application of the state of the art has resulted in a number of unmet needs which the present invention aims to solve or achieve, in particular the possibility of a more compact mechanical architecture and operation.

more flexible.

  For this purpose, a first object of the invention is to reduce the size of the engine by the power input of an electric machine operating in an electric motor. According to another aspect of the invention, it is intended to reduce the size of the electric motor by the proper choice of ratios.

  reduction of the gearbox.

  According to another aspect of the invention, it is intended to perform an operation of starting the engine with the aid of an electric machine. This provision allows you to delete

  the conventional starter of the state of the art.

  According to another aspect of the invention, it is intended to permit the production of electric current by means of an electric machine which can work as a generator. This arrangement eliminates the conventional alternator that equips most vehicles of the state of the art. According to another aspect of the invention, it is intended to remove the hydraulic converter, in the case of an automatic gearbox, or the clutch, in the case of a box

  mechanical gears or robotic gearbox.

  According to another object of the invention, provision is made for the operation of the vehicle drive system for producing electrical energy for powering the electrical edge network and

  in particular to recharge the battery of the hybrid vehicle.

  According to another object of the invention, there is provided a drive mode by the electric machine. Thus the training modes can be of three kinds: a thermal mode in which the engine provides power; a hybrid mode in which the power supplied by the heat engine is supplemented by the supplied power supplied by at least one of the electric machines working as a motor; and an all-electric mode, called Zero Emission Vehicle (ZEV) mode, or without pollutant emission in which the thermal engine is not self-entraining and or at least one machine

electric works in motor.

  According to another object of the invention, and thanks to the drive modes defined above, it is permitted to stop the engine during running. Similarly, it is possible to start OR stop either machine during the

  operation of the training system of the invention.

  According to another object of the invention, it is possible to perform a recuperative energy braking with the aid of the electric machine. The present invention further has advantages in terms of dynamic performance, consumption and depollution. The drive system of the present invention makes it possible to increase the acceleration capacity of the vehicle. On the one hand, it is possible to provide, with the aid of an electric machine, engine torque which is added to the torque of the engine. On the other hand, the training system, thanks to its potential variability in speed and / or torque, allows to benefit from o very short reports and thus torque at the wheel very high takeoff of the vehicle, particularly in a upward slope. The training system of the invention makes it possible to gain in consumption thanks, on the one hand, to the increase in the gearbox opening coefficient, the opening of which is defined as the ratio between the reduction ratio. the smallest and the strongest reduction ratio, related to the increase in the number of transmission ratios obtained using the mechanical part of the coupling mechanism provided for in the training system; grace, on the other hand has the variability in the reduction ratio through the addition of power and / or torque provided by the electric machine; and thanks, finally to the possibilities of stopping and starting the engine running or stopping and the possibilities of

recuperative braking.

  The advantages of the training system of the invention also provide a depollution gain thanks firstly to the ZEV or hybrid differential training mode, thanks, on the other hand, to the use of the electric machine in a differential mode which n / a makes it possible to optimize the operating point of the engine and to reduce the operating dynamics of the heat engine which often consumes fuel and therefore

  increasing pollution in the state of the art.

  According to another object of the invention, an electric machine of the drive system is controlled with the aid of an electric machine controller which makes it possible to ensure the synchronization of the gear change. According to this aspect of the invention, the speed of the engine is synchronized to the regime corresponding to the next report decided on the drive system of the vehicle. According to another object of the invention, it is possible to predict and thus optimize gear shifts without decreasing or increasing torque, as is the case in the state of the art where it is necessary to disengage the power

  driving wheels of the vehicle.

  It is thus possible to prepare the speed of the engine to reach the next gear, the activation and deactivation of the essential elements of the coupling device of the drive system of the invention to change gear, which provides the driving comfort by keeping a constant torque and speed at the wheel during the change

report.

  o This optimization of control also makes it possible to limit the mechanical stress of the coupling device of the system

of training of the invention.

  Indeed, the present invention relates to a drive system for vehicles comprising: - an electric machine that can operate as a drive motor of the vehicle; an electric machine and / or a heat engine for driving the vehicle; - a mechanism for coupling the heat engine and / or o at least one electric machine to the drive wheels of the vehicle;

  a control device of the training system.

  The invention is essentially characterized by the fact that the coupling mechanism comprises: At a simple planetary gear, torque has a rotating part of the electric machine by its planetar and torque to the crankshaft of the heat engine by its crown; To a planetary gear type RAVIGNEAUX whose planetaires can be couples to the porteatellites of the simple planetary gear, whose planet carrier can be coupled to the crown of the simple planetary gear and whose crown is coupled to an exit pigeon couple itself to the wheels of the vehicle via a differential; and o Coupling means (brakes and clutches) of the elements of the simple planetary gear and the planetary gear of the type

Ravigneaux;

  and in that the control device of the coupling mechanism comprises: means for selectively activating and / or controlling the coupling means of the coupling mechanism so as to select a transmission ratio; means for determining a mode of operation of the training system among a plurality of training modes. Other advantages and features of the present

  invention will be better understood from the description and

  attached drawings which are: FIG. 1 is a block diagram of an embodiment of the training system according to the invention; FIG. 2 is a schematic view of the coupling mechanism of the training system of the invention in a preferred embodiment; FIGS. 3 to 9 are diagrams of other embodiments of the coupling mechanism of the training system.

of the invention.

  FIG. 1 shows an embodiment of the training system of the invention, which is a device for

basis for realizing the invention.

  In the embodiment of FIG. 1, the drive system 1 mainly comprises a heat engine MT 2 and an electric machine ME 3 whose mechanical output shafts 7 and 8 wind are connected to coupling inputs of a system. mechanical coupling 4 of which a shaft 6 is mechanically coupled to a transmission device such as a differential 5 which transmits and / or distributes the motive power and / or

  braking system with two driving wheels 16, 17.

  As is known, the heat engine 2 co-operates with actuators 11 which are controlled by a heat engine controller 10 which is for example piloted by an interface 26 at the disposal of the driver and / or by a bus 28 connected to a motor. a

UCE onboard computer 29.

  The electric machine 3 is powered and controlled by a power supply line 15, where appropriate bidirectional, has an electric energy converter 12 which is coupled by the edge network to an electric battery Batt. The electric energy converter has the function of adapting the electrical energy exchanged between the on-board network and the vehicle battery on the one hand and the electric machine 3 on the other hand. Depending on the type of electrical machine, the converter 12 may be a DC / DC converter, a reversible DC / AC converter if applicable. It thus comprises a stage which makes it possible to translate the control signals coming from an electric machine controller into a variation of electrical energy consumed or returned to the network on the one hand, and a variation in speed of rotation (signed magnitude) and in couple on

  the rotor of the electric machine 3.

  The operation of the electric machine ME 3 is controlled by means of a control line 16 by a control circuit or controller of an electric machine 13 which is connected by a line 14 to the state sensors of the converter.

  12 and / or the power supply system.

  As the engine controller 10, the controller 13 of electric machine ME can be piloted by an interface 27 at the disposal of the driver and / or by a bus 28 connected to a

UCE onboard computer 29.

  The controller 13 of the electric machine ME comprises means for producing an operating sequence by adjusting the speed of rotation and the torque to the rotor to ensure the synchronization of the gear change when the latter is determined by a command re cu to the controller 9 o coupling which will be described later. Such a sequence makes it possible to synchronize the speed of rotation of the couplable elements of the coupling mechanism 23 as a function of the instantaneous speeds.

  rotation of the different wheels engrenees as it is known.

  The mechanical coupling system 4 comprises a coupling mechanism 23 or gearbox, the mechanical state of which is determined by coupling actuators 22 which applies a coupling action to them. The coupling action is determined by the coupling mechanism. intermediate of a coupling controller 9 which cooperates with a bus 28 connected to an on-board computer

CPU 29.

  In particular, the driver may, using a gearshift lever, determine the new transmission ratio that the mechanical coupling system 4 will apply between the engine power delivered at his inputs 7 and 8 on his engine.

  output 6 to the driving wheels 16 and 17.

  In response, by means of a control line 19, the coupling controller 9 produces a control signal of the transmission ratio applied by the coupling system and

that it will be described later.

  In one embodiment, the coupling controller 9 cooperates with a coupling state detection device connected by a control signal line 20 of the actuators 22 couples to the mechanism 23 so that the execution of the applied commands to the coupling actuators 22 can

to be controlled.

  The trots controllers respectively 9 coupling, 10 control of the operation of the engine and 13 of the operation of the electric machine or the electrical machine are respectively connected by the control members 26 and 27 available to the driver, for example by organs on the dashboard of the vehicle and by a central bus 28 such as a CAN bus by the computer

o on board 29.

  The coupling system 4 therefore essentially comprises a coupling mechanism 23 which comprises couplable elements which can be immobilized or secured by means of coupling means controlled by actuators 22 under a controller 9. Each coupling means is actuated ( 25) by one of the actuators 22 for adjusting the gear ratio. In Figure 2, there is shown a embodiment

  Preferred Coupling Mechanism 23 shown in Figure 1.

  o The architecture of the coupling mechanism 23 essentially comprises a gearbox composed of two gear trains, and coupling means for connecting

  between them the gears of the two gear trains mentioned above.

  The gearbox of the invention is essentially composed of two gear trains, namely: a simple planetary gear consisting of a crown C1, satellites S1, a planet carrier PSI and a planetary P1 ; a RAVIGNEAUX type planetary train which consists essentially of a simple planet train with a row of S2 satellites and a planet train with two rows of satellites S2 and S3. The simple planet train has a row of satellites S2 of the train P2-PS2-S2-C2 consists of the P2 planetarium, the C2 crown, the PS2 planet carrier and the S2 satellites. The planetary train has two rows of satellites S2 and S3 of the train P3-PS2-S2-S3-C2 is composed of the planetary P3, the

  C2 crown, PS2 planet carrier and S2 and S3 satellites.

  In the drawings, we added the 'indication of the electric machine ME which is composed of a stator St which completely surrounds the solid rotor Ro by a disk 32 of the planetar P1 of the simple planetary gear. It was also represented the MT heat engine whose vi larbr is connected to a 33 collinear arb with the train

o simple planetar.

  The shaft 33 integral with the crankshaft is fixed or secured to the ring C1 of the single planetary gear, an internal toothing is geared on pigeons mounted by 30

  suitable trunnions 31 on the PS1 planet carrier.

  s The planet carrier PSI of the simple planetary gear is secured to a first movable portion of a first clutch E1, a second portion of which can be secured to a disk-shaped portion 34 rotating around the axis 33 of the planetar P3 of the P3-PS2-S2-S3-C2 train of the planetary train of

o RAVIGNEAUX type.

  The RAVIGNEAUX planetary gear comprises a ring C2 whose internal teeth are geared on pigeons such as the pigeon 35 mounted on an axle 36 secured to the PS2 planet carrier of the train P2PS2-S2-C2 of the train

planetary RAVIGNEAUX.

  The ring C2 of the P2-PS2-S2-C2 train of the RAVIGNEAUX planetary gear is mounted around the axis 33 and is integral with an exit pigeon S on which is geared a gearing

  of the transmission device 5.

  The shaft 33 secured to the crankshaft of the heat engine MT carries a friction disc 37 which can be secured by a third clutch E3 of the carrier PS2 of the train

planetary RAVIGNEAUX.

  The PS2 planet carrier of the RAVIGNEAUX planetary gear also carries pigeons 38 which are mounted on axles such as axle 39 mounted on the door.

PS2 satellites.

  The P3-PS2-S2-S3-C2 train of the RAVIGNEAUX planetary gear comprises a planetary P2, or planetar principal of the RAVIGNEAUX planetary gear, which comprises two disk-shaped parts of which one 41 is geared on the pigeon 35

solitary of the PS2 planet carrier.

  The second disc-shaped portion 40 of the planetar P2 includes a portion 42 intended to come into contact with a second clutch E2 so that the planetar P2 can be

  solidarise with the planet carrier PSI of the simple planetary train.

  The mechanism 23 of the invention also cooperates with a plurality of actuators to mobilize coupling means of the couplable elements of the mechanism. Indeed, by securing two to two planetaries, crowns or planet carriers of the two simple planet trains and Ravigneaux, one can achieve different transmission ratios and / or various modes of o operation coupling mechanism. To this end, the coupling means of the coupling mechanism 23 of the invention comprise a first brake F1 intended to slow down and / or block the rotation of the planetar P2 by a third portion 43 in the form of a cylinder within which is the PS2 satellite gate. When the brake F1 is active, the relative rotation of the

  P2 planar compared to the frame of the mechanism 23 is canceled.

  Similarly, the planet carrier PS2 has a cylindrical portion 44 which can be braked or stopped by a second brake F2 so that its rotational speed relative to the mechanism 23

be zero.

  Mechanism 23 is provided to produce: - a plurality of gear ratios; a directional coupling of the electrical machine on the output shaft 6 of the coupling mechanism 23; - a continuous variation of the ratio taken by exchange

  of power with the electric machine.

  According to the invention, the operating points (rotation speed, torque) of the inputs 7, 8 and of the output 6 of the mechanism 23 are determined for each operating mode of the mechanism 23, selected from a predetermined set of operating modes by a request from the driver 18 and / or a request 28 from the ECU computer controller 29. We will now describe the succession of the main modes of operation of the

  o mechanism 23 that it is possible to select.

  The coupling controller 9 enables the actuation of the coupling means of the coupling mechanism 23 of the invention. According to the programming applied to control the operation of the drive system, the coupling controller 9 produces a coupling state vector each component of which corresponds to the control of the state of a coupling actuator 22 mechanically coupled to the least one mechanical, planet, crown or carrier-satellite element so as to place the mechanism in a state of operation applying a particular mode of coupling, making it possible in particular to establish a predetermined discrete transmission ratio. The possible coupling modes are essentially: - the starting modes; - the forward modes; reverse modes;

  - coupling modes in << all electric >> modes.

  Start-up modes The operation of the gearbox will be described when the engine is started using the electric machine, when the driver and / or the on-board computer place the gearbox in neutral position, the wheels 16 and 17

of the vehicle being unblocked.

  In this mode of operation, the planetar P2 of the P2-PS2-S2-C2 train of the RAVIGNEAUX planetary gear is fixed because

  that the brake F2 is active by the coupling control circuit 9.

  The ring C1 of the simple planetary gear is a driving element or member. The planet carrier PSI of the simple planetary gear is secured by the closure of the clutch E2 and thus couples to the planetar P2, itself fixed because of the action of the brake F2. The clutches E1 and E3 as well as the brake F1 not being active,

  the heat engine is driven by the ring C1.

  As a result, when the electric machine rotates in a negative direction, the heat engine rotates with the crown C1 in the opposite direction (positively positive) so that

  Startup action is so applied.

  Note that in this embodiment, the C2 crown of the P2PS2-S2-C2 train of the RAVIGNEAUX planetary gear being integral with the output pigeon S. is free and that the wheels

  The motor vehicles are therefore not blocked.

  The gear ratio applied between the torque input of the electric machine and the output of the torque on the crankshaft of the engine is deduced from the Willis relation (1) applied to the single train (with a reduction ratio) and gets: (1) a9PS1 = (ct 6oMT + coME) (+1) As the PSI carrier is blocked, it comes: 6i) 16 = -O (n C'r = -G (Ca6 In another operating mode, the start of the thermal engine MT is performed by the electric machine ME, the

  vehicle being in the state of parking, that is, blocked wheels.

  This configuration corresponds to the conjunction of: 1. PSI satellite carrier blocks; 2. Clutch E3 free as for all combinations of o start to free rotate the ME engine thermal; 3. Planetaires P2 and P3 of the planetary train of RAVIGNEAUX blocked. With the mechanism 23 of the preferred embodiment of the invention, five combinations of wind start possible. A first combination described above corresponds to the state of

  Neutral. Wile is transcribed in the second line of the table below.

  Four modes of << Parking >> mode wind then defined by application of the state vector transcribed at the third to sixth

lines of the table below.

  E 1 E2 E3 F 1 F2 Mode PS 1 P3 PS 1 P2 C 1 => PS2 PS2 fixed P2 fixed 1 OO Neutral O Pa rki ng 1 OO 1 1 Parking 1 1 O 1 1 Parking 1 1 OO 1 Parking o In the table and in all the paintings of the same kind

  of the description, a value of O >> indicates an inactive state, a

  value << 1 >> indicates an active state, respectively from left to right, clutches E1 to E3 and brakes F1 and F2. The second line symbolizes the padre of couplable elements of the mechanism 23 that activation of the clutch relates relates (sign =) or ['linkable element that the brake is braking. Mode R1 In an operating mode, the driver places the coupling controller 9 in gear ratio report R1. The coupling controller 9, depending on the selection requested by the driver and / or the on-board computer, generates a command vector determined by the third line of the following table, code as the previous table: -r,

E1 E2 E3 F 1 F2

  L03 lolte-0tel L PS2 J P52 [fixed P2 fixed planet gear RAVIGNEAUX is fixed because the F1 brake is closed, the clutch E1 is firm, which solidarises the planet carrier PSI simple planetary train planetary P3 train P3-PS2-S2-S3-C2 of the RAVIGNEAUX planetary gear. In the operating mode on the ratio R1, the engine can be considered as a receiver for example when the electric machine is working in starter and the engine is self-driving, the vehicle being on a downward slope, for example. The electric machine then makes it possible to achieve a regulation of the engine speed because a reversal of the pairs occurs within the planet gear. The electric machine can be

  driven by the engine or vice versa.

  If the electric machine is set at a speed COME = -OCOMT until the heat engine MT reaches a set speed, then we reduce considerably the shocks of

  teeth in the planet train.

  In another embodiment, the progressive activation of the clutch E1 and the brake F2 makes it possible to maintain the vehicle in an ascending ramp, then to take it off. In this regime, the engine runs at a given speed, by

  example idle speed. To accompany the carrier

  PSI satellites in its rise in speed, so as to take off the vehicle, the electric machine ME is piloted by the controller ME 13 so that the speed of rotation OME gradually decreases, vanishes and finally increases positively. The transmission ratio or ratio of the output speed ms to the speed or speed of the engine over the ratio of 1st or ratio R1 is thus reduced when the speed of rotation of the electric machine is positive and is therefore increased when the speed of rotation of the electric machine is negative with respect to the case where the speed of rotation of the electric machine is zero. In an application, for mME = -amMT, the report of

  first (1st) speed becomes a ratio of neutral, freewheels.

  In an application, for COME> -OCO) MT, when the speed of rotation of the electric machine becomes greater than the threshold o-negative -OLOMT, the ratio of first (1st) speed becomes a

  gear ratio in reverse MAR.

  In one application, the take-off of the vehicle, that is to say its passage from stop to taxiing, can be done by increasing

  the engine speed of the thermal engine MT.

  Notes: 1. The transmission obtained is that of an infinitely variable transmission IVT because the electric machine ME allows to vary the ratio of multiplication between the thermal engine MT and the wheels. This infinitely variable transmission arrangement is provided for all transmission ratios of the coupling mechanism 23 when the drive system is in a hybrid differential mode of operation, that is, within the scope of the invention. a speed condition is not imposed on the electric machine ME. For this purpose, the electric machine controller 13, when the drive system is placed in differential hybrid mode, makes it possible to practice a continuous variability of the transmission ratio around the selected gear ratio on the coupling mechanism 23 by its own controller. It is clear that the instantaneous transmission ratio value is essentially determined by a message transmitted on the bus 28 and transmitted or controlled by the ECU edge computer 29. These arrangements will not be known.

  remembered further for other transmission reports.

  2. For all reports, except for the ratio R5 where the simple planetary gear is laid, the simple planetary gear must be balanced in terms of torque. If Cc is the same sign as CMT (done> 0), then: When COME> O, the ME machine is running as a motor;

  When COME <O 'the ME machine functions as a generator.

  Mode R2 o The coupling mode R2 is obtained for a control vector of the mechanism 23 produced by the coupling controller 9 to establish the second report R2 also said 2nd speed. The ratio R2 is obtained in the mechanism 23 of

  The invention closes the clutch E1 and tightening the brake F2.

E1 E2 E3 F1 F2

  PSI P3 PSI => P2 C1 PS2 PS2 BIXC P2 BIXe 11 is the planetair e P2 of the trai n P2-PS2-S: 2-C2 of the planetary gear of RAVIGNEAUX is fixed while the PSI satellite carrier and the planetary P3 of the train planetary of

RAVIGNEAUX wind solidarises.

  The speed condition is not imposed on the electric machine ME. The training system of the invention behaves as a differential hybrid: If COME> 0, the transmission ratio R2 is increased with respect to C3ME = 0; If COME <0, the transmission ratio R2 is reduced compared to

COME = 0

  Mode R3 In an operating mode, the mechanism 23 is placed by the coupling controller 9 in a mode of operation on a third gear ratio R3 or third gear. The state control vector of the actuators determined by the

  coupling controller 9 is defined in the table below.

E1 E2 E3 F1 F2

  PSI P3 PSI = P2 C1 = PS2 fixed PS2 fixed P2 For e ratio R3, in this mode of operation, the clutches E1 and E2 wind couples so that the planet carrier PSI of the simple planetary gear is coupled to the primary crowns P3 and secondary P2 of the planetary train of RAVIGNEAUX. The clutch E3 and the brakes F1 and F2 are not active. In this mode R3, the electric machine can run as a motor (OME positive), be stopped (OME = 0) or generator (OME negative). The operating point is determined by the speed of rotation of the PSI planet carrier since the planetar of the RAVIGNEAUX planetary gear is secured so that

  determines the operating point of the output shaft.

  Mode R4 In an operating mode, the mechanism 23 is set by the coupling controller 9 in an operating mode on a third gear R43 or 4th gear. The state control vector of the actuators determined by the

  coupling controller 9 is defined in the table below.

E1 E2 E3 F1 F2

  PSI P3 P2 C1 - PS2 PS2 Fixed P2 xe When the coupling controller 9 has placed the mechanism o 23 in the gear ratio R4 operating mode, the clutches E1 and E3 wind active while the clutch E2 and the F1 and F2 brakes are inactive. In this configuration, the PSI planet carrier and the planetary P3 of the RAVIGNEAUX train are solidary and the C1 crown of the simple planet gear is secured to the PS2 planet carrier of the train.

planetary RAVIGNEAUX.

  The rotational speed and torque values of the two inputs of the heat engine MT and the electric machine ME make it possible to determine the output speed on the right

  vertical C2 correspond to the exit pigeon.

  The planet carrier PSI imposes the reference speed according to the point M1 at a speed of rotation corresponding to the

  s rotation of the PSI planet carrier and planet ring P3.

  The ME electric machine can take a continuous operation, OME positive when it is motor, OME null when it is

  where it is possible to work on it.

  For an operating point M1 at the output S of the mechanism 23, the heat engine MT can then be in a state of operation at a prescribed speed. The speed at the wheel can then vary on the same ratio R4 according to the relative regimes of the thermal engine MT and the electric machine ME

  who can work as a motor, generator or be out of service.

  The speed condition is not imposed on the electric machine ME. The system behaves like a hybrid

Differential.

  Mode R5 In an operating mode, the mechanism 23 is set up by the coupling controller 9 in an operating mode on a ratio R5 or fifth gear. The state control vector of the actuators determined by the controller

  coupling 9 is defined in the table below.

E1 E2 | E3 F1 F2

  PSI P2 Cl PS2 e2 to 2 In the R5 mode, the clutch is active and the brakes F1 and F2 are inactive. As a result, the planet carrier PSI of the simple planetary gear is integral with the planetar P3 and planetar P2 of the planetary gear train.

  RAVIGNEAUX while the C1 crown is attached to the holder

  PS2 satellites of the RAVIGNEAUX planetary train.

  In this gearbox report, the machine

  electric ME works with motor with positive rotation speed.

  The thermal engine MT is maintained at the same speed.

  Clutches E1 and E2 carry the two trains constitute the planet gear RAVIGNEAUX. As OPS1 = C3MT then the speed condition is also imposed on the electric machine ME: OME = COMT (the clutch E3 bridges the single train). The training system of the invention

  behaves like a parallel hybrid.

  Three cases occur: The ME electric machine does not provide or receive power (PME = O) => CME = 0 (because OME O); To the electric machine ME supplies power (PME> O) => CME> 0 (because OME> O); To the electric machine ME, the power factor (PME <O) => CME <0 (because OME <O) Mode R6 In an operating mode, the mechanism 23 is placed by the coupling controller 9 in a mode of operation. running on an R6 or 6th gear ratio. The state control vector of the actuators determined by the controller

  coupling 9 is defined in the table below.

E1 E2 E3 F1 F2

  PSI P3 PSI P2 C1> PS2 PS2 fixed P2 B'xe In operating mode R6, clutch E1 is inactive, while clutches E2 and E3 are active Brakes

2s F 1 and F2 inactive wind.

  In this mode of operation, the PSI planet carrier is secured to the planetar P2 of the RAVIGNEAUX planetary gear while the C1 crown of the simple planetary gear is secured to the planet carrier PS2 of the planetary gear of RAVIGNEAUX. The heat engine is torque to the crown C1

  of the RAVIGNEAUX planetary train and the PS2 planetary carrier.

  Due to the couplings recalled above, the electrical machine ME is applied to the planetary P1 and the speed of rotation can be positive if it is motor, zero if it is stopped and

  negative if it works as a generator.

  The speed condition is not imposed on the electric machine ME. The training system of the invention behaves as a differential hybrid: If COME 0, the transmission ratio R6 is increased with respect to ME = 0; If OME <0, the transmission ratio R62 is reduced with respect to c3ME = 0 Mode R7a In another mode of operation, the coupling controller 9 places the mechanism 23 in a ratio R7a of a first embodiment, in which training by the

  electric machine is in the opposite direction of the engine.

  In this case, the electric machine ME works in energy recovery. The state control vector of the actuators determined by the coupling controller 9 is defined in the table below.

E1 E2 E3 F1 F2

  PSI = P3 PSI = P2 C1 = PS2 PS2 fixed P2 B'xe

O 1 1 O 1

  In this embodiment, the clutches E2 and E3 and the brake F2 are active while the clutch E1 and F1 brake is inactive. It follows that the planet carrier PSI simple planetary gear and planetar P2 planetary gear RAVIGNEAUX wind solidarity, on the one hand, while the brake F2 fixed planetar P2 planetary gear RAVIGNEAUX, on the other hand. The PS2 planet carrier is secured by the E3 clutch

with the crown C1.

  For this report R7a, the condition for the so electrical machine ME to be driven is that the planet carrier PSI of the simple planet gear is blocked. The speed condition is imposed on the electric machine ME. The training system

  The invention therefore behaves like a parallel hybrid.

  Only one case appears as CME> 0 and that ME <O, then the electric machine ME can only receive power (PME <O) Three cases occur: To the electric machine ME does not bring or re, power cost (PME = O) CME = 0 (because COME O) the power of the MT is transmitted entirely to the wheels; To the electric machine ME does not bring in or recover power (PME> O) => CME> 0 (because OME> O); To the electric machine ME does not provide or receive power (PME <O) CME <0 (because a, ME <O) Mode R7b i5 In another mode of operation, the coupling controller 9 places the mechanism 23 in a ratio R7b in which the drive of the electric machine is in the same direction as that of the engine. The state control vector of the actuators determined by the coupling controller 9

o is defined in the table below.

E1 E2 E 3 F1 F2

  In this embodiment, the clutch E1 and the clutch E3 wind firm, the brake F2 is clamped and the brake F1 is open as well as the clutch E2 PSI - P3 PSI P2 C1 = PS2 PS2 fxe P2 fxe In this embodiment. It follows that the planet carrier PSI of the simple planetary train is secured to the

  2s planetaire P3 of the planetary train of RAVIGNEAUX.

  The ring C1 of the simple planetary gear is integral with the PS2 porteatellites of the P2-PS2-S2-C2 train of the RAVIGNEAUX planetary gear and the planetar P2 of the planetary gear train.

  RAVIGNEAUX is fixed or solidarise with the frame of the mechanism 23.

  In this operating mode, the heat engine MT is connected to the PS2 planet carrier while the electric machine ME being connected to the planetar R1 of the planetary single train. The speed condition is imposed on the electric machine ME. The training system of the invention

  therefore behaves like a parallel hybrid.

  There are three scenarios: The ME electric machine does not provide or receive power (SM = O) CME = 0 (because OME); The electric machine ME supplies power (PME> O) CME> 0 (because OME> O); o To the electrical machine ME is a power plant (SME <O) CME <0 (because COE <O) It can be shown that the speed of the electric machine

  ME is higher on the R7b ratio than on the R7a ratio.

  Mode R7c i5 In another mode of operation, the coupling controller 9 places the mechanism 23 in a ratio R7c. The state control vector of the actuators determined by the

  coupling controller 9 is defined in the table below.

| E1 I E2 | E3 | F1 I F2

  PSI => P3 1 PSI P2 | C1 PS2 | PS2 fixed | P2 fixed Clutch E1 and clutch E3 and brake F2 active wind

  while the clutch E2 and the F1 brake are inactive.

  As a result, the planet carrier PSI of the simple planetary gear is secured to the planetar P3 of the P3-PS2-S2-S3-C2 train of the RAVIGNEAUX planetary gear, the ring C1 of the simple planet gear is secured to the planet carrier PS2 of P2 train PS2-S2-C2 of the RAVIGNEAUX train and the secondary P2 planetary

is fixed.

  The electric machine ME is not involved in this embodiment, and the speed of rotation on the planet carrier PSI of the simple planetary gear and the speed of rotation o of the electric machine are indeterminate while the torques applied to the carrier. PSI satellites and on the machine

electric wind draws.

  The speed condition is free on the electric machine ME. It follows therefore that the speed of rotation of the electric machine CDME is not defined a priori.

  Likewise, the speed condition is free on the carrier.

  PS1 satellites. It follows therefore that the speed of rotation of the

  cps satellite carrier is not defined a priori.

  Mode MAR o In another embodiment, the coupling controller 9 places the mechanism 23 in a state of reverse MAR. The state control vector of the actuators determines

  by the coupling controller 9 is defined in the table below.

E1 E2 E3 F1 F2

  PSI P3 PSI P2 C1 => PS2 PS2 ffxe P2 ffxe In this state, the clutch E2 and the brake F1 are active.

  while clutches E1 and E3 and brake F2 are inactive.

  In such a configuration, the PS2 planet carrier of the P2-PS2-S2C2 train of the RAVIGNEAUX planetary gear is fixed

  or solidarity with the structure of the mechanism 23 while the

  PSI satellites of the simple planetary gear is attached to the

  o planetary P2 of the planetary train of RAVIGNEAUX.

  The electric machine ME is coupled to the planetar P1 of the planetary single train while the thermal engine MT is

  couple has the crown C1 of the simple planetary gear.

  S; COME> -OCCOMT then (4)> 0 and the gear ratio ax

  back MAR becomes a forward report.

  As the torque of the heat engine CMT> 0 is positive and the torque of the electric machine is defined by CME = -CMT, then the torque of the electric machine is positive (CME> O) Three cases occur:

At C3ME = O =} MSY = 0

  the power of the heat engine MT is transmitted

entirely to the wheels.

(AL4R) 1

At ME> 0 = k <-_.

  074a (+1) PME> 0 the electric machine ME provides power;

S. (3ME <O

  SME <0 the electric machine ME re, cost power.

  All electrical mode In another mode of operation, the coupling controller 9 places the mechanism 23 in a fully electric drive operation mode. The state control vector of the actuators determined by the controller of

  coupling 9 is defined in the table below.

E1 E2 E3 F1 F2

  PSI = P3 PSI = P2 C1 PS2 1 P2 fixed In this operating mode, the clutches E2 and E3 and the brake F1 are active, the clutch E1 and the brake F2 wind i5 inactive. It follows that the PSI planet carrier of the simple planetary gear and the planetar P2 of the planetary gear RAVIGNEAUX wind solidarity. The ring C1 of the simple planetary gear is secured to the planet carrier PS2 RAVIGNEAUX planetary gear which itself is fixed or secured relative to the

frame of F1 brake action.

  In this mode of operation, the electric machine ME and the output S turn in opposite directions. It follows therefore that the electric machine ME can perform a step forward as

  a reverse in this mode of operation.

  As the system is in pure electric mode, the condition of the electric machine ME imposes the ZEV regime of the transmission.

At OME = 0 = 03S (ZEV1) = 0

At 03ME> 0 cs (ZEV1) <0

* To OME <O = OS (ZEV1)> 0

  Three cases occur: the electric machine ME does not provide or receive power (PME = O) CME = 0 (because OME = O) => the power of the heat engine MT is transmitted entirely to the wheels To the electric machine ME supplies power (PME> O) => CME <0 (because OME <O) the electric machine ME re, the cost power (PME <O) CME> 0 (because o'ME <O In any other mode of operation, the coupling controller 9 places the mechanism 23 in a state in which the drive of the vehicle is carried out by the electric machine ME with a multiplication. The state control vector of the actuators determined by the coupling controller 9 is defined

in the table below.

E1 E2 E3 F1 F2

  PSI P3 PSI = P2 C1 = PS2 PS2 fxe P2 B'xe | 1 O 1 1 o 1 In this operating mode, the clutches E1 and E3 and the F1 brake are active, the clutch E2 and the brake E2 wind

i nactive.

  It follows that the planet carrier PSI planetary gear is integral with the planetar P3 of the planetary gear RAVIGNEAUX while the C1 crown of the simple planetary gear is secured to the planet carrier PS2 planet gear RAVIGNEAUX. This

  the latter is itself fixed because of the action of the F1 greenhouse brake.

  In this embodiment, the electric machine ME and the output pigeon S turn in the same sees. The electric machine ME can perform both the forward and reverse

backtracking.

  As the system is in pure electric mode, the condition of the electric machine ME imposes the transmission regime,

note ZEV2.

  At COME = O = a) S (ZEV2) = 0 to ME> 0 = ycOs (ZEV2) <o

At M E <0 => S (Z EV2) O

  In one embodiment, the coupling controller 9 comprises a memory means in which registers control orders E1 to E3 clutches and brakes F1 and F2 F as a set of control or state vectors actuators 22 associated with the variable elements of the coupling mechanism 23. In the described embodiment, each component of the control vector is a binary value indicating whether the command actuator is active or not. In another embodiment, the value of each component may be a time-varying value of a value representing 0 or an inactive state, a value of 100% representing 1 or an active state. In another embodiment, the values of the component divergences are correlated according to predetermined relationships. The on-board computer places a gearshift order so that the memory means produces on the control signals 19 actuation control values of the corresponding actuators 22. Thus, for a control gear R6, the clutch E1 is open, clutches E2 and E3 wind firm, F1 and F2 brakes wind open. - I: Memory medium of the coupling controller 9: a p, ort P a 1 Pl e2 c 1 PS2 P S2 f i x e P 2 f ix

DEM1 O 1 O O 1

DEM2 O 1 O 1 1

DEM3 1 O O 1 1

DEM4 1 1 O 1 1

T 1 _

4 1 0 1 0 0

78a 7b 1 O 1 O 1 7c O O 1 O 1

MAR O 1 O 1 O

ZEV1 O 1 1 1 O

ZEV2 1 O 1 1 O

  In the invention, the control device associated with the drive system of the invention includes means for producing an optimized shift control. The optimized gearshift control offers the following advantages: To benefit from driving comfort by keeping a constant torque and speed at the wheel (ie constant Cs and cos),

  To limit the mechanical stress of clutches and brakes.

  o The table below allows to determine the conditions required on the COMT engine speed and the speed of rotation of the

electric machine OME.

  Passage Conditions on 0) MT and OME (final speeds) ra p po rt (all speeds correspond to values after shifting) 1 2 mS (lere) = ms (2nd) = K (e + E) 2 3 (2nd) = mS (3rd) = Kw. + K '. E 3 - 4 (3rd) = wS (4th) = Kw + K 'and a'.ó = mP52 = (K ".di) P3 - K" .a) c2) 4 5 w5 (4th) = m5 (5th ) = m = 6 mS (Seme) = 5 (6th) = Kw., ó + K'l. and a '= a) P52 = (K ".aUp3 - K.2)

  6 - 7a (6th) = mS (7th) = K. w and = - ..

  6 7 b w5 (6th) = w5 (7th) = K. and coi = K'.a9fr 67c ms (6th) = ms (7th) = K.a ', and no condition on (OME Dan' i the table above, which summarizes the conditions recorded and executed in the means for producing an optimized gearshift control, the coefficients α, K, K ', K "and K"' are predetermine coefficients for each gear change and which depends on the construction of the mechanism 23. The coupling controller 9 applies the control vector corresponding to the new gearbox ratio when the gearshift speeds, measured at the windwheel equal between the initial ratio o and the final ratio The coupling controller 9 also applies the timing of values during the transition to "1" of each relevant component of the state vector which makes it possible to perform the switching of the corresponding movable element of the Ravigneaux planetary gear such as the planetar P3 and the crown C2 during the passage of the ratio R6 to the ratio 7a. A similar table can be drawn up to describe the conditions of optimized control in a situation of downshifting or downshifting by applying the same conditions on the speeds at the wheel between two successive ratios and on the relations between the speeds of rotation of the electric machine ME. and the engine

thermal MT.

  The controllers 10 of the heat engine MT and 13 of the electric machine ME are also active so that the conditions on the speeds of the output shaft S of the gearbox 23 make it possible to establish using the coefficients

  predetermines K, K ', K "and K" the condition on velocities.

  The motor state or the receiving state of the electric machine ME and the ring C1 of the simple planet gear make it possible to

  o determine that all the power passes through the C1 crown.

  For all reports, the simple planetary gear must be balanced in terms of torque. For the ratios R1, R2, R3 and MAR, the clutch E3 is open. So all the power of

  MT thermal engine passes through the C1 crown.

  As the torque on the engine is positive, it comes: CMT> O = CC!> 0 and if: At OME> O, then, the electric machine ME operates as a motor; At OME <O, then, the electric machine ME operates as a generator. o For the ratio R5, all the elements of the wind mechanism 23 are broken. So the electric machine ME can be a generator

or engine.

  For the ratios R4, R5, R6 and R7, the clutch E3 is closed, so the power of the heat engine MT passes in part by the ring C1 of the simple planet gear and the door

  PS2 satellites of the RAVIGNEAUX planetary train.

  If the torque on the ring C1, Cc, is the sign of the torque on the heat engine CMT (done positive), then: when COME> O 'the electric machine ME operates as a motor; When COME <O 'the electric machine ME operates as a generator. In a particular embodiment, the drive system of the invention makes it possible to realize an operating mode in a sloping take-off situation. The training system is initially in operation at

  s parking in one of the four starting modes described below.

  above, the wheels of the vehicle being blocked by the coupling mechanism 23. The state control vector of the actuators determined by the coupling controller 9 is defined in the table below.

E1 E2 E3 F1F2

  PSI = P3 PSI = P2 C1 PS2 PS2 fxe1 1 0 I fl 1 1

1 1 O 11

1 1 O O1

  o With the PSI planet carrier blocking, the electric machine ME and the combustion engine rotate in opposite directions and their regimes and their torques are propor-

  established on the coupling mechanism.

  From the coupling mechanism of the embodiment i5 represented in FIG. 2, the invention makes it possible to introduce several other complementary actuators and coupling means which respectively wind: a fourth clutch E4 for carrying out the carriage of the single planetary gear, said fourth clutch E4 being disposed o between the PSI dooratellites and the rotor RO of the electric machine ME; a fifth clutch E5 has between two coaxial parts of the output shaft (or crankshaft) of the heat engine MT before the corresponding ltentree of the coupling mechanism 23; a third brake F3 has on the PSI carriersatites of the simple planet train; a fourth brake F4 has on the ring C1 of the single planetary gear; a free wheel RL disposed between the frame of the coupling mechanism 23 and the planet carrier PSI of the simple planet gear; an AT torsion damper in relation to the ring C1 of the single planetary gear. The torsion damper AT is not in itself, as well as the freewheel RL, a pilot actuator by the controller 9 coupling. But its effect may or may not be associated with each combination of the actuators of the basic mechanism of FIG. 2, comprising the first three clutches E1 to E3, the two brakes F1 and F2, to each of the actuators E4, E5, F3, F4. and the freewheel RL, a total of thirty-two combinations which make it possible to adapt the development of a training system according to the concept of the invention at best with predetermined constraints. To these thirty-two combinations are added

  those with the addition of the torsion damper AT.

  In the following, we will describe some of the thirty-two combinations and expose their advantages under some of the

aforementioned constraints.

  In FIGS. 3 to 5, three variants of FIG.

  coupling mechanism or gearbox 23 according to the invention.

  In the figures, the elements identical to those of Figure 2 bear the same reference numbers and will not be described.

further.

  In the embodiment of FIG. 3, a third brake F3 is added which makes it possible to brake the rotor Ro of the

electric machine ME.

  Indeed, in case of failure of the electric machine ME, the fact of securing the electrical machine to the frame of the mechanism 23 allows to go from an operation of a seven-speed automatic gearbox hybrid to a box of

  six-speed gears simply mechanical.

  It is of course a degrade mode, only set in operation by the control device 9, 10, 13 in case of failure of the electric machine ME, detected by the controller 13 of the electric machine equipped with a detection means of failure of the electrical machine ME connects to a means for producing a request for passage in s degrade mode transmitted on the bus 28. Upon receipt of the request for passage in degrade mode, the on-board computer 29 produces a transition to degrade mode, re cu by the coupling controller 9 which then activates the brake F3 of the mechanism 23 so as to secure the rotor Ro of the electric machine ME of the frame of the mechanism 23. The application of a shift order by the on-board computer 29 and / or by the driver is then interpreted in degrade mode as a change order of

  speed on a gearbox with six gears.

  The other aforementioned modes of operation

Winds are not changed.

  In such a mode of operation in degrade mode, the heat engine MT can mechanically cooperate with a second electrical machine such as an alternator, or

like an alternator-starter.

  o In another variant, shown in Figure 5, a fourth clutch E4 is added which allows to secure the planet carrier PSI with the aid of a disk portion 50 to the frame of the gearbox. More generally, the fourth clutch E4 is an organ for carrying the simple planetary gear carrier, said fourth clutch E4 being arranged between the PSI planet carrier and the rotor Ro of the electric machine ME or between the ring C1 and the rotor Ro or between the porteatellites

PSI and the C1 crown.

  The fourth clutch E4 is activated by the coupling controller 9 when a fault warning message of the electric machine ME is transmitted by the control bus 29 of the vehicle, for example from the operating controller of the electric machine 11. this degraded mode of operation, the simple planetary gear is solidarized so as to allow the transmission to benefit from three reports. When the carry is executed, it is no longer necessary to establish a balance of torque between the heat engine MT and the electric machine ME. Thus, the power of the engine is not limited by the power limits of the machine

electricity.

  Porting also makes it possible to cancel the speed of a satellite of the simple planet gear, which may allow

o increase their life span.

  To this end, the coupling controller 9 comprises a means for activating the carriage of the planetary input gear according to predetermined driving circumstances, recorded in the controller 9 and detected and then executed in such a way as to place the

  satellites of the planetary train at rest.

  In certain circumstances, it may be interesting to switch to a spawning mode when the speed of the satellite reaches

the limit speed.

  For this purpose, the coupling controller 9 comprises a means o making it possible to estimate the speed of the satellite of the planet gear simple by means of the control signal 20, to give a

  order of activation of the clutch E4.

  When the fourth clutch E4 is active, the automatic gearbox 23 has: - four forward gears, namely: the ratio R1; the ratio R2; the ratio R3 which is then identical to the ratios R4, R5 and R6 above; the ratio R7, the ratios R7a and R7b being no longer possible to establish; - a reverse speed MAR; - ZEV1 all electric drive mode, ZEV2 all-electric drive mode being no longer

  possible without the engine running.

  In case of failure of the second clutch E2, we note that the first four reports above are always available wind. In another variant shown in FIG. 6, there is a freewheel RL which makes it possible to block the planet carrier PSI of the simple planet gear when the latter is

o drive in the opposite direction.

  This function prevents the PSI planet carrier from being blocked by the combined action of the brake F2 and the clutch E2 or the brake F3.

  for the above combinations or this one exists.

  In a first embodiment, the freewheel RL can be actuated between the frame of the coupling mechanism 23 and the planet carrier PSI in the case of starts or the electric machine drives the engine, in the case where the engine thermal drive the electric machine in battery charging mode, and in neutral mode in which the wheels of the vehicle do not

  o wind not blocked by the transmission.

  In a second embodiment, the addition of a free wheel between the frame and the planet carrier PSI of the simple planet gear T. The device is without clutch E4, with

  freewheel RL, without brake F3, without clutch, without brake F4.

  The freewheel makes it possible to block the planet carrier PSI of the simple planetary train, when this one is driven in opposite direction. This function avoids blocking the PSI planet carrier by the combined action of the second brake F2 and the second clutch E2 or the third brake F3, for the combinations of actuators

  o coupling or such an actuator exists.

  The usual cases including the actuation of the second brake F2 and the second clutch E2 are: The cases of the starting mode (the electric machine ME drives the thermal engine MT), the charging mode of the battery (the thermal engine MT entrane the electric machine ME), or of the neutral mode (the wheels of the vehicle are not blocked by the transmission), the wind is set off by means of the actuation of the third brake F3 and the arrangement of the freewheel RL; In the cases of the starting mode (the electric machine ME drives the thermal engine MT) or the battery charging mode (the heat engine MT drives the electric machine ME), of the holding mode in the ramp << hill o holder> > (the wheels are not blocked by the transmission) wind set in low by means of the actuation: To the fourth clutch E4, the third brake F3 and the disposition of the freewheel RL, to the fifth clutch E5, of the third brake F3 and the arrangement of the freewheel RL, and A of the fourth clutch E4, the fifth clutch E5, the third brake F3 and the arrangement of the freewheel RL; In the cases of the report 7a wind implemented by means of o the actuation of the fourth brake F4, the third brake F3 and the arrangement of the freewheel RL; In the cases of car park mode implemented by means of the actuation: To the fourth brake F4, the fourth clutch E4, the third brake F3 and the arrangement of the freewheel RL, to the fifth clutch E5, of the third brake F3, the fourth brake F4 and the arrangement of the freewheel RL, and the fourth clutch E4, the fifth clutch E5, the third brake F3, the fourth brake F4 and the

o provision of freewheel RL.

  Thus, these cases of operation wind possible through the freewheel, which provides the advantage of not consume

no energy.

  Thanks to the freewheel, the start function can be activated without starting the electric oil pump, which makes it possible to start the heat engine MT even in case of failure of the latter, or in case of failure of the second

  clutch E2 or the second brake E2.

  In addition, the choice to integrate this freewheel makes it possible to avoid imposing the choice of an electrically controlled oil pump. Thus, the heat engine MT can be started without the start of the oil pump. The oil pump

  o can be hydraulically controlled as well.

  Thanks to the freewheel, the holding device in the slope << hill holder >> does not require the use of the actuation of a brake, which is interesting in terms of energetic and

  in terms of operating safety.

  s Similarly, in the case of the R7a report and the parking mode, the contribution of the freewheel is interesting in term

  energetic and in terms of operating safety.

  In another variant, the addition of a third brake F3 is carried out between the rotor RO of the electric machine ME and the frame

transmission mechanism 23.

  The coupling mechanism 23 is without clutch E4, without freewheel RL, with a brake F3, without fifth clutch E5, without brake F4. The brake F3 prevents the electric machine ME from consuming power to generate the locking torque within

  simple planetary train to guarantee the equilibrium of the train.

  When the rotor Ro has to be blocked, excessive heating of the rotor may occur due to Joule losses or iron losses without natural cooling of the rotor due to its rotational movement. The brake F3 thus allows the blocking of the rotor RO of the electric machine ME without it

consumes current.

  In another variant shown in FIG. 7, the addition of an additional or fifth clutch is realized.

  clutch E5 between the heat engine MT and the mechanism 23.

  The coupling mechanism 23 is then realized without fourth clutch E4, without freewheel RL, without third brake F3, without fourth brake F4. The additional clutch allows

  join the MT heat engine of the transmission.

  s Disconnecting the thermal engine MT coupling mechanism 23 eliminates, in recovering braking mode, the friction losses due to the thermal engine MT. On the other hand, the separation of the thermal engine MT o coupling mechanism 23 allows to increase the number of

  reports in all electrical ZEV mode.

  Thus, the rolling combinations or the third clutch E3 is actuated constitute new combinations of reports in ZEV all electric drive mode. These combinations are: A for the fourth report R4: actuation of the fourth brake F4 and the fourth clutch E4; For the fifth report R5: activation of the fourth brake F4 and arrangement of the freewheel RL; For the sixth report R6: actuation of the fourth brake F4, the fourth clutch E4 and arrangement of the freewheel RL; for the seventh report R7c: actuation of the fourth brake F4 and the third brake F3; For the seventh report R7b: actuation of the fourth brake F4, the third brake F3 and the fourth clutch E4; for the seventh report R7a: actuation of the fourth clutch E4, the fourth brake F4, the third brake F3 and

its arrangement of the freewheel.

  Thus, these new combinations of ratios make it possible to benefit at best from the torque of the electric machine ME or from the speed of rotation of the electric machine ME for the

transmitted to the wheel.

  On the other hand, the torque and the speed of the electric machine ME can be transmitted to the wheel without the speed of the satellites of the simple planet gear of the

  Mechanism 23 does not exceed its upper limit.

  In FIG. 8, there is shown an embodiment of a coupling mechanism 23 incorporating the basic mechanism of FIG. 2, to which a fourth brake F4 has been added on the input shaft connected to the heat engine MT . The fourth brake F4 makes it possible to lock the ring C1 of the simple planet gear without having to actuate the second brake F2 and the third clutch E3. The elimination of this constraint makes it possible to have a number of transmission ratios in all modes.

higher ZEV electrical rating.

  In FIG. 9, there is shown an embodiment of a coupling mechanism 23 incorporating the basic mechanism of FIG. 2, to which all the actuators have been added and in particular: the fourth clutch E4 to carry out the carrying the simple planetary gear, the fourth clutch E4 being arranged between the PSI planet carrier and the rotor RO of the electric machine ME; the fifth clutch E5 has between two coaxial parts of the output shaft (or crankshaft) of the heat engine MT before the corresponding input of the coupling mechanism 23; the third brake F3 has on the planet carrier PSI single planet train; so - the fourth brake F4 has on the crown C1 of the simple planetary gear; the free wheel RL disposed between the frame of the coupling mechanism 23 and the planet carrier PSI of the simple planet gear. In Figure 4, there is shown a variant of the coupling mechanism 23 in which a torsion damper has been added to the ring C1 of the simple planetary gear. In a preferred embodiment, the torsion damper AT is arranged in parallel on the flywheel Vl associated with the engine. Such a provision does not extend in such a way

  appreciable axial size of the powertrain.

  AT voltage damper reduces transmission of acyclic motions of the heat engine

  o to the coupling mechanism 23 or gearbox.

  It is understood that the skilled person is free to combine the various components described above to obtain a

  resolving architecture of predetermined constraints.

  In other embodiments, the system

  practice of the invention comprises: to an electric machine on each input 7 or 8 of the coupling system 4, the training system being then all electrical and each machine may or may not be generating under the control of its own electric machine controller and its own electric power converter; To a first electrical machine on the input flight 7 of the coupling system 4 and the series combination of a second electric machine and a heat engine on the same shaft line connected to the input plane 8 of the

coupling system 4.

  In a variant of the latter case, the second electrical machine is directly coupled by its rotor to the crankshaft of the engine. In another variant, it is coupled by o its rotor to the crankshaft of the engine by means of an additional clutch, whose clutch state is itself controlled by means of the control device

  of the training system of the invention.

  In another embodiment, the second electrical machine is. as has already been stated above, an alternator. Wile can be an alternator-starter, and particularly a alternator-starter integrated in the engine. The first electric machine and / or the electric machine 3 of the embodiment of FIG. 1 or 2 is. in a first variant, an electric machine with inner rotor and external stator and in a second variant a machine

  o electric with external rotor and internal stator.

-

Claims (10)

  1 - Training system for a vehicle of the type comprising: - an electric machine (ME) that can function as a drive motor of the vehicle; an electric machine (ME2) and / or a heat engine (MT) for driving the vehicle; a mechanism (23) for coupling the heat engine (MT) and / or the electric machine (ME) to the drive wheels o of the vehicle; - A device (9, 10, 13) for controlling the drive system, characterized in that the coupling mechanism (23) comprises: - a simple planetary gear, coupled to a rotating part (Ro) of the electric machine (ME) by its planetarium (P1) and torque to the crankshaft of the heat engine (MT) by its crown (C1); a planetary gear of the RAVIGNEAUX type whose planetary o (P2, P3) can be coupled to the planet carrier (PS1) of the simple planetary gear, whose crown (C2) is coupled to an output pigeon (S) coupled to the wheels of the vehicle via a transmission device (5) as a differential and whose planet carrier (PS2) is couplable to the ring C1; means for coupling the moving elements of the simple planet gear and the planetary gear of the type Ravigneaux;   and in that the control device of the drive system comprises: - means for selectively activating and / or controlling the coupling means of the coupling mechanism so as to select a transmission ratio; means for determining a mode of operation of the training system among a plurality of training modes. 2 - System according to claim 1, characterized in that the coupling means component: - a first clutch (E1) for securing the planet carrier (PS1) of the simple planetary gear planetary (P3) train P3-PS2-S2 -S3-C2 of the planetary gear train RAVI G N EAUX;   a second clutch (E2) for securing the planetar (P2) of the P2-PS2-S2-C2 train of the RAVIGNEAUX planetary gear train to the porteatellites (PS1) of the single planetary gear train; - A third clutch (E3) for securing a friction disk (37) of the shaft (33) integral with the crankshaft of the heat engine (MT) to the planet carrier (PS2) of the train P2-PS2-S2-C2 the planetary train of RAVIGNEAUX; a first brake (F1) for braking and / or blocking the rotation of the planet carrier (PS2) of the P2-PS2-S2-C2 train of the RAVIGNEAUX planetary gear relative to the frame of the mechanism (23); a second brake (F2) intended to slow down and / or block the rotation of the planetar (P2) of the P2-PS2-S2-C2 train of the RAVIGNEAUX planetary gear relative to the frame of the mechanism (23). 3 - System according to claim 1, characterized in that s the control device also comprises a controller (10) of thermal engine (MT) which is piloted by an interface (26) at the disposal of the driver and / or by a bus (28) connected to an on-board computer (ECU 29) to determine the speed and Torque of the heat engine (MT).   4 - System according to claim 1, characterized in that the control device also comprises a controller (13) of electric machine (ME) connected (14, 16) to an electric energy converter (12) connected with a part by a connection (15) to said electric machine (ME) and secondly by the edge network to a battery (Batt), said converter (12) being piloted by an interface (27) at the disposal of the driver and / or by a bus (28) connected to an on-board computer (ECU 29) to determine the rotational speed, the torque and the operating mode   s (neutral, motor or generator) of the electric machine (ME).   System according to claim 1, characterized in that the control device also comprises a coupling controller (9) via a bus (28) connected to an on-board computer (ECU 29), the coupling controller (9) comprising a output o connected by a control signal line (20) of actuators (22) couples to the mechanism (23) by means (24) so that, depending on driving situations applied by the on-board computer and / or the driver, it applies a control vector of the actuators taking a value among values s predeterminees.   6 - System according to claim 5, characterized in that the coupling controller (9) comprises means for generating a state control vector applied to the actuators (22) of the coupling mechanism (23) so as to produce a starting mode of the engine (MT) with the help of the machine electric (M E).   7 - System according to claim 6, characterized in that the starting mode applies the heat engine (MT) with the help of the electric machine (ME) is in neutral mode, the wheels of the vehicle being free, the vector of state control of the actuators of the coupling mechanism being defined by: E 1 E2 E3 F 1 F2 PS mode 1 => P3 PS 1 P2 C 1 => PS2 PS2 fixed P2 fixed 0 1 0 0 1 Neutral 8 - System according to claim 6, characterized in that the starting mode applies the heat engine (MT) with the electric machine (ME) is in parking mode, the wheels so the vehicle being blocked, the third clutch (E3) being free and the second brake (F2) being active, the state control vector i of the actuators of the coupling mechanism being one of the four vectors defined by: E 1 E 2 E 3 F 1 F 2 PSI mode P3 PSI P2 C1 PS2 PS2 Fixed parking P2 Fixed Parking 1 1 0 1 1 Parking Parking 9 - System according to Claim 5, characterized in that the coupling controller (9) com provides a means for generating a state control vector applied to the actuators (22) of the coupling mechanism (23) of fac, a method of   takeoff of the vehicle from the stop.   System according to claim 8 or 9, characterized in that the coupling controller (9) comprises means for generating a state control vector applied to the actuators (22) of the coupling mechanism (23) in such a way that to produce a mode of maintenance in the slope in which the coupling mechanism (23) makes it possible to block the wheels of the vehicle while leaving free the heat engine (MT) and the electric machine (ME) while allowing a mechanical power transfer of the thermal engine (MT) to the electric machine (ME) operating in generator.   11 - System according to claim 5, characterized in that the coupling controller (9) comprises means for generating a state control vector of the actuators of the coupling mechanism so as to produce a forward mode among a plurality of gear ratios (R1 to R7a) depending on whether the electric machine works as a generator or as a motor, depending on whether the electric motor is operating in power generation or power receiving, and whether the speed of the electric machine (ME ) is or is not determined by the engine speed (MT).   12 - System according to claim 5, characterized in that the coupling controller (9) comprises means for generating a state control vector of the actuators of the coupling mechanism so as to produce a reverse mode whose wind components arranged so that the coupling mechanism (23) for an operating point of the heat engine (MT): - allows a continuous transition from a reverse gear to a forward gear; o - allow a power variation of the electric machine   positive values and / or negative values.   13 - System according to claim 5, characterized in that the coupling controller (9) comprises a means for generating a state control vector of the actuators of the coupling mechanism applies an operating mode in full electrical drive, in which the second (E2) and third (E3) clutches and the first brake (F1) active wind, the first clutch (E1) and the second brake (F2) wind inactive, so that the electric machine (ME) and the output (S ) the mechanism (23) turn in opposite directions, the electric machine (ME) can perform a forward movement as a reverse.  14 - System according to claim 5, characterized in that the coupling controller (9) comprises means for generating a state control vector of the actuators of the coupling mechanism to apply an operating mode in full electrical drive with a multiplication , the first (E1) and third (E3) clutches and the first brake (F1) being active, the second clutch (E2) and the second brake (E2) being inactive, so that the electric machine (ME) and the pigeon exit (S) turn in the same sees, the electric machine (ME) to achieve also   well before walking backwards.   System according to one of the preceding claims,   characterized in that it comprises one or more other complementary actuators and coupling means which respectively wind: - a fourth clutch (E4) to realize the carriage of the simple planet gear, said fourth clutch (E4) being arranged between the planet carrier (PS1) and the rotor (Ro) of the electric machine (ME) or between the ring gear (C1) and the rotor (Ro) or between the planet carrier (PS1) and the ring gear (C1); a fifth clutch (E5) has between two coaxial parts of the output shaft of the heat engine (MT) before the corresponding input of the coupling mechanism (23); - A third brake (F3) has on the ring (C1) of the simple planet gear; a fourth brake (F4) has on the crown (C1) of the simple planet gear; - a freewheel (RL) disposed between the frame of the coupling mechanism (23) and the planet carrier (PS1) of the simple planet gear; - a torsion damper (AT) in relation to the crown (C1) simple planet train.   and in that the coupling controller (9) comprises means for applying a control state vector of all actuators and active coupling means in the drive system according to the operating mode and the   Bus report selected on the bus (28).   16 - System according to one of the preceding claims,   characterized in that the controller (13) of the electric machine (ME) and / or the controller (10) of the heat engine (MT) are provided with means for producing a sequence of operation by adjusting the rotational speeds of the electric machine ( ME) and of the heat engine (MT) and torques for synchronizing the shifting of the coupling controller (9) by producing a control vector of the actuators of the coupling means (clutches E1, E2, E3; E4; E5 - brakes F1, F2; F3; F4), said vector being produced in synchronism with the electrical state of the electric machine (ME) determined by the electric machine controller (13) and in synchronism with the state mechanical mechanism of the heat engine (MT) and / or the second electrical machine associated with it, determined by the engine controller (10) and / or the controller of the second electric machine.   17 - System according to one of the preceding claims,   characterized in that the coupling controller (9), the electric machine controller (ME) (13) and / or the controller (10) of the heat engine (MT) comprise means for producing an operating sequence by adjusting the speeds of the electric machine (ME) and the heat engine (MT) and torques to ensure, in the hybrid modes differentials, a   operation in infinitely variable transmission (IVT).   18 - System according to one of the preceding claims,   characterized in that the coupling controller (9), the electric machine controller (ME) (ME) and / or the controller (10) of the heat engine (MT) comprise means for producing, in the hybrid modes, a optimized gearshift control mechanism of the coupling mechanism (23), said means for producing an optimized gearshift control executing a plurality of predetermined conditions on wheel speeds between two successive gears and / or gears at least two moving elements of the coupling mechanism (23), said conditions being determined using a plurality of coefficients (oc, K, K ', K "and K"') predetermined o for each gear change and which depend on the construction of the mechanism (23).   19 - Training system according to one of the   preceding claims, characterized in that the controller   (9) coupling, the controller (13) of electric machine (ME) - and / or the controller (10) of the heat engine (MT) comprise means for producing a mode of operation in failure by actuating one of the actuators and / or coupling means (E1, E2, E3, E4, E5, F1, F2, F3, F4) so as to separate the faulty member as an actuator and / or coupling means, a