Nissan Motor Company Limited

Renault S.a.s. Societe Par Actions Simplifiee

Renault S.a.s.

Renault

Yves Pichon

Keyvan Kargar

Toshikazu Oshidari

Yasuhiro Yamauchi

Yuusuke Minagawa

Masaki Nakano

Tomoya Imazu

Minoru Arimitsu

Thomas Turpin

Philippe Pognant-Gros

Kazuo Yatabe

Frédéric Roudeau

Vincent Fournier

An infinitely variable power bypass transmission with two operating modes for a motor vehicle with a thermal engine, including: at least two power lines parallel-connecting the thermal engine with the vehicle wheels and each including a coupling/decoupling device capable of locking or releasing a transmission shaft according to the operating mode; a line including a continuous speed controller; and a mode switch control device configured to control the coupling/decoupling devices. The transmission includes a single actuator for the two coupling/decoupling devices, which is configured to, when a mode switch occurs, trigger simultaneously the two modes while locking the two transmission shafts.

Infinitely variable power bypass transmission with two operating modes for a motor vehicle

A method for controlling an infinitely variable transmission with an electric speed selector, including a heat engine and at least two electric machines based on calculating an instantaneous operating point of the transmission defined by a speed reference of the heat engine and a wheel torque reference. The wheel torque reference is corrected in case of saturation of the heat engine, so as to eliminate the saturation.

Method and device for controlling heat engine torque saturation in an infinitely variable transmission with electric speed selector

An infinitely-variable power-branching transmission with two operating modes. The transmission components are distributed between two power paths connecting in parallel a heat engine to vehicle wheels, including at least first planetary trains, two electrical machines, and a reduction stage. A third planetary train co-operates with control members to establish the two transmission operating modes and to switch there between.

Infinitely-variable power-branching transmission with two operating modes, comprising three planetary trains

A hybrid transmission connected with a prime power source, including an input member for receiving power input from the prime power source, a two degree-of-freedom gear mechanism having a first axis and including at least four rotating members that are associated to rotate about the first axis, a first motor/generator having a second axis aligned with the first axis of the two degree-of-freedom gear mechanism, and a second motor/generator having a third axis offset from and parallel to the first axis. The first motor/generator is drivingly connected with the first rotating member of the two degree-of-freedom gear mechanism. The second motor/generator is drivingly connected with the second rotating member of the two degree-of-freedom gear mechanism.

Hybrid transmission

In a hybrid transmission and its assembling method, a differential unit is constituted by a single pinion planetary gear set and a double pinion planetary gear set holding a carrier in common to the single planetary gear set and having five rotary members from among which, when revolution states of two rotary members are determined, those of the other rotary members are determined, an input end from a prime mover is coupled to a ring gear of the double pinion planetary gear set, an output end to a drive system that is coupled to the common carrier, a first motor/generator that is coupled to a sun gear of the double pinion planetary gear set, a second motor/generator that is coupled to a sun gear of the single pinion planetary gear set, and a brake enabled to brake a ring gear of the single pinion planetary gear set.

Hybrid transmission and its assembling method

In control apparatus and method for taking failure countermeasure for a hybrid vehicular drive system, on a lever diagram of a planetary gear mechanism, a revolution speed order is a first motor/generator, an engine, the output member, and a second motor/generator, high-brake and low-brake are arranged at one and the other ends of the lever diagram, respectively, with the output member as an intermediate position on the lever diagram, an output abnormality of each of the engine, the first motor/generator, and the second motor/generator which are drive sources is detected, and, with one of the first and second clutching sections clutched, a vehicular run using at least one of the drive sources whose output is detected to be normal is enabled when the drive source output abnormality detecting section detects that the output abnormalities in any one or two of the drive sources occur.

Control apparatus and method for taking failure countermeasure for hybrid vehicular drive system

A hybrid transmission for variably producing a transmission ratio is comprised of first and second motor/generators and a differential mechanism constructed by two double-pinion planetary gearsets. The two double-pinion planetary gearsets are coaxially arranged and commonly employ common pinions. The differential mechanism includes at least four rotating members which are interlinked so that rotating conditions of all of the rotating members are determined when rotating conditions of two of the rotating members are determined. Four of the rotating members are connected to an input from a prime mover, an output to a driveline, first and second mover/generators, respectively.

In a hybrid transmission, a two-degree of freedom differential unit includes four or more rotary members and is structured in such a way that, when revolution states of two rotary members from among the four or more rotary members are determined, the revolution states of the other rotary members are determined, sequentially couples the respective rotary members, in a higher revolution speed order, to one motor/generator, to one of an output to a drive system and an input from a main power source, to the other of the output and input, and to another motor/generator, and a brake is installed to fix one of the rotary members related to the input.

A transmission control system for a hybrid vehicle is comprised of a hybrid transmission including two motor/generators and a controller connected to the hybrid transmission. The controller is arranged to change the torque control of the motor/generator under the torque control to the revolution speed control and to change the revolution speed control of the other motor/generator under the revolution speed control to the torque control, when one of the torque of the motor/generator under the revolution speed control and the revolution speed of the motor/generator under the torque control becomes saturated.

Hybrid transmission control system

A hybrid transmission for a hybrid vehicle is comprised of a two-degree-of-freedom differential mechanism and a brake. The differential mechanism includes at least five rotating members wherein four of the rotating members are connected to an input from a main power source, an output to a driveline, first and second mover/generators, respectively. The brake is connected to one of the rotating members and is capable of being put in an engaged state to brake the one of the rotating members. The hybrid transmission is set so that an absolute value of a revolution speed of the rotating member connected to the output is greater than an absolute value of a revolution speed of the rotating member connected to the input when the brake is put in the engaged state.

A shift control device includes a controller and a differential mechanism including four rotating elements. Each of the elements is connected to an engine, two motor/generators and an output. The controller is programmed to calculate a target driving power; make a judgment as to whether the target driving power is less than or equal to a driving power wherein the engine is driven under optimum fuel efficiency; when the judgment shows that the target driving power is larger than the driving power, calculate an engine's speed and torque wherein the target driving power is realized such that the engine is driven for maximum load; and control the engine under the engine's speed and torque.

Shift control device for hybrid vehicle

A control system for controlling a hybrid transmission including a two-degree-of-freedom differential mechanism is arranged to change a target prime-mover revolution speed of a prime mover so as to decrease an electric power output of first and second motor/generators when a temperature of one of the first and second motor/generators and a power device for the first and second motor/generators is higher than a predetermined temperature, wherein a target driving force of the hybrid vehicle is achieved by a demand prime-mover output generated when an output revolution speed of the hybrid transmission is kept constant and when the target prime-mover revolution speed is determined.

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Boulogne Billancourt, France

Yves Pichon