Patent Description:
In particular, the power transmission set for axles, object of the present invention, comprises technical, constructive and functional characteristics designed and developed to enable the selection of different working conditions and, accordingly, provide wheel drive imposed by the electric motor, by the combustion engine, by both, both electrical and combustion or, also, work as an electric generator.

According to the state of the art, and as generally known by persons skilled in the art, there are already several models of electric and hybrid vehicles, which comprise a combined power transmission set, which is powered by an electric motor, by the combustion engine and also by activating both engines, thus enabling a vehicle to be obtained with fully electric propulsion, totally combustion, or hybrid in which the two engines work simultaneously.

Although it is a relatively new technology, it is noted that this type of combined power transmission set has been occupying increasing ground on the market, and certainly, as can be seen in the state of the art, in the near future, it will be protagonist for the various advantages it presents when compared to technologies that use only combustion engines, for example, fuel consumption and emission of pollutants into the environment.

In this sense, and according to the state of the art, some types of hybrid systems applied in vehicles are known, for example: (i) the serial hybrid, in which the entire traction of the automobile is always originated by the electric motor, and the combustion engine used only generates electric energy; (ii) the parallel hybrid, where the two engines, both electric and combustion, are used to generate power, but the electric only assists the engine to combustion at times when it requires more torque, considering that in these moments there is an increase in fuel consumption; and (iii) the combined hybrid, where the two engines can pull the vehicle, whatever the combination, its composition is similar to a serial hybrid, but the mechanical connection of the wheels is obtained through the two engines.

Additionally, the technology of vehicles with hybrid motorization systems can be classified into two other categories, rechargeable hybrids formed by vehicles equipped with batteries capable of being charged through connection with conventional electrical power outlets. Despite revealing a relatively low autonomy, along the route the electrical system operates alone, without the need to trigger the propellant to combustion. The other category is extended hybrid vehicles, which is similar to rechargeable, but activates the combustion engine to charge the battery, the operation of the combustion engine occurs on a constant basis to increase the autonomy of the vehicle.

As persons skilled in the art will likely appreciate, one of the main drawbacks of these technologies of electric and hybrid motorization is precisely related to the costs of application and implementation. More particularly, according to the technologies known and available in the state of the art the vehicle with the hybrid system are expensive because they require specific components, such as batteries, electric motors, gearboxes, complex and hard to build and assemble power transmission sets, among other numerous peripheral components responsible for providing the assembly and operation of these vehicles.

Furthermore, it is worth mentioning that in the case of cargo or passenger transport vehicles, the effort required by the engines and traction mechanisms are subjected to even greater strain than those usually observed in passenger and small vehicles. In these cases, it is noted that, while seeking solutions for the applicability of technologies with hybrid engines, the technologies currently available cannot meet the power need for these vehicles and, when possible, technologies become expensive and economically unviable.

Therefore, although the solutions known in the state of the art meet, in some way, some traction requirements, it is observed that the hybrid motorization systems present in the state of the art are formed by relatively complex arrangements and that require additional components and peripherals, substantially increasing the system and making it impractical from the economic point of view.

Systems known in the art are disclosed in publications <CIT>, <CIT>, <CIT>, <CIT> or <CIT>.

Thus, considering the above, it is possible to affirm that hybrid motorization systems, applied in cargo or passenger vehicles, need simple and effective solutions, but mainly capable of reducing the costs involved with the manufacture and assembly of vehicles. It is, therefore, these objectives that are intended to be achieved with the development of the present invention.

In view of the scenario mentioned above, it is one of the objectives of the present invention to provide a power transmission set for axles, which was specially developed and designed to obtain a practical and functional solution to the problems, limitations and drawbacks generated by hybrid motorization systems known in the state of the art, as exemplified above.

More particularly, it is one of the objectives of the present invention to provide a power transmission set to the tractioned axle of a vehicle comprised of technical, constructive and functional characteristics that allow the effective control of working conditions, and can be fully electric, fully combustion, hybrid or, also, act as a mere electric generator. Therefore, it is one of the objectives of the present invention to provide a power transmission set capable of being configured according to the needs and interests of the driver, thus being able to obtain substantial fuel economy and to reduce toxic gas emissions into the environment.

It is also an objective of the present invention to provide a vehicle for the transport of cargo or passengers comprising a power transmission set equipped with a drive system, as claimed in the appended set of claims.

The characteristics, advantages and technical effects of the present invention, as indicated above, will be understood more adequately by a person skilled in the art from the following detailed description of exemplary - not restrictive - preferred embodiments provided on an basis of preferential embodiments, and with reference to the accompanying schematic drawings, which:.

The invention is now described in relation to its particular embodiments with reference to the accompanying drawings of exemplary embodiments. Said drawings are schematic, and their dimensions and/or proportions may not correspond to reality, since their aim is to describe the invention in a didactic way. The reference numbers indicated in the figures are repeated throughout the different views to indicate the same or similar technical characteristics. Moreover, the terms eventually used here as: above, below, upper, lower, side, right, left, frontal, rear and variations thereof should be interpreted according to the guidance given in <FIG>.

As an illustrative basis and for an improved understanding of the present invention, <FIG> show, respectively, a cargo transport vehicle (V) and its traction set (T). The vehicle (V) may be a truck, bus, vans, or even conventional vehicles.

Thus, considering the scope of the present invention, it can be said that these vehicle models (V) are constituted by at least one traction set (T) consisting of the combustion engine (MC), to which a gearbox (G) is coupled with output connected on a cardan axle (e) which, in turn, is connected to the power transmission set (E), according to the present invention, the purpose of which is to move the axles (R) of the vehicle (V).

In this context, and according to the present invention, the power transmission set (E) is formed by the primary <NUM> and secondary <NUM> axles, which are interconnected by means of a selector unit <NUM> responsible for the control of the type of motor propulsion of the tread axle (R) of the vehicle (V), and through the cooperative operation of coupling/uncoupling devices <NUM> and <NUM>, it is possible to select the motor propulsion of the tread axle (R) between a configuration in which only the combustion engine (MC) is responsible for the propulsion; only the electric motor (ME) provides propulsion; in which both motors (MC, ME) work together to supply torque to the tread axle (R), or even promote the uncoupling of the traction of the tread axle (R) so as to feed the electric motor (ME) that becomes an electric power generator.

More particularly, the power transmission set (E), object of the present invention, is formed by the interconnection of said primary <NUM> and secondary <NUM> axles through the selector unit <NUM>. This selector unit <NUM> consists of a <NUM> gearbox and an intermediate connection gear <NUM> arranged on said primary <NUM> and secondary <NUM> axles. Beside said intermediate connection gear <NUM> a transmission gear <NUM> is also provided that is freely supported on said primary axle <NUM> and is coupled to the outer diameter of the transfer gear <NUM> arranged on the parallel axle 16a equipped with pinion 16b for transmission of power (torque and rotation) to the crown <NUM> of the tread axle (R).

It is worth noting that said gearbox <NUM> is comprised by a housing 13a that accommodates planetary gears 13b around the solar gear 13c which is positioned on the end of said secondary axle <NUM> that is connected to the electric motor (ME). Thus, it becomes possible to equalize the speed of rotation of the electric motor (ME) with the speed of rotation of the combustion engine (MC) to enable the simultaneous and balanced actuation of the two engines on the tread axle (R).

In addition, as persons skilled in the art will likely appreciate, said primary axle <NUM> is supported on the housing of the power transmission set through, for example, bearings with rollers 10a and, said secondary axle <NUM> is supported, for example, by bearings with rollers 12a mounted on the housing of the transmission set, on one side close to the selector unit <NUM>, and on the other side, next to the mounting flange <NUM> of said electric motor (ME). Alternatively, said primary <NUM> and secondary <NUM> axles may simply be supported on lubricated bearings, i.e. without rollers per se, or with any other known and equivalent technology for bearing the axles inside the housing of the transmission set. Similarly, said parallel axle 16a is mounted on the housing of the transmission set in bearings with 16a' bearings or, optionally, on lubricated bearings without rollers.

According to an embodiment of the present invention, these support bearings of the primary <NUM>, secondary <NUM> and parallel 16a axles are provided with unitized rollers to provide greater durability, stability and precision in the rotational movement of these axles.

According to the present invention, and in order to obtain the proper connections between said primary <NUM>, secondary <NUM> and parallel 16a axles, the power transmission set (E) also comprises coupling/uncoupling devices <NUM> and <NUM>, which are responsible for promoting the respective gear interconnections described above so as to select and control the type of propulsion and the mode of operation of the electric motor (ME) and combustion engine (MC).

As can be seen in the accompanying drawings, especially <FIG> , said coupling/uncoupling device <NUM> is comprised by an actuator 30a, such as, for example, a pneumatic valve that can even take advantage of the compressed air line of the vehicle (V) itself, which has an axle endowed with return medium 30b and also a fork 30c that connects in a glove 30d, equipped with striation in the inner diameter for connection with the intermediate connection gear <NUM>, and teeth on its side face to facilitate interconnection with the transmission gear <NUM>.

Particularly with reference to <FIG> , the coupling/uncoupling device <NUM> in a manner analogous to the device <NUM>, is comprised of an actuator 40a, which can also be, for example, a pneumatic valve to take advantage of the compressed air line of the vehicle (V) itself. It also has an axle equipped with a return medium 40b and a fork 40c whose end is provided with a connector glove 40d, equipped with striation in the internal diameter for connection with the striation <NUM> provided in said primary axle <NUM>, in addition to teeth on one of its side faces to promote interconnection with said transmission gear <NUM>.

In this sense, it is worth mentioning that the transmission gear <NUM> comprises an adequate machining with teeth 15a on its side walls for connection with each of said gloves 30d, 40d, respectively of the coupling/uncoupling devices <NUM> and <NUM>.

As will likely be appreciated by persons skilled in the art, said actuators 30a and 40a are preferably pneumatic valves, but nothing prevents other means or drive mechanisms from being applied also in the present invention, for example, electric actuators, mechanical actuators or a combination of technologies capable of providing the longitudinal movement of said forks 30c and 40c, and consequently of said gloves 30d and 40d.

Reference is now made to <FIG> , <FIG> , <FIG> and <FIG> , which illustrate embodiments of the power transmission set, object of the present invention, under different working conditions and, more particularly, in different situations of performance of the respective coupling/uncoupling devices <NUM> and <NUM>.

First in relation to <FIG> , the power transmission set for axles is in the working condition in which said coupling/uncoupling device <NUM> is properly coupled and the coupling/uncoupling device <NUM> is uncoupled. In this situation, in which the return element 40b is in the natural state (in the case of the use of spring, position in which it is not compressed), and said glove 40d is coupled, respectively, to the transmission gear <NUM> and there is no connection to the secondary axle <NUM> and, for this reason, the transmission gear <NUM> and transfer gear <NUM> transfer the power supplied by the combustion engine (MC) only between the primary axle <NUM> to the parallel axle 16a comprising said pinion 16b responsible for transmitting the power to the crown <NUM> of the tread axle (R). That is, in this condition, <NUM>% of the power comes from the combustion engine (MC).

Just to clarify more objectively, in the operating state of the power transmission set represented by <FIG> , it is possible to observe that the power transmission set (E), object of the present invention, presents the following operation:.

<FIG> shows the power transmission set for axles in the working condition where said coupling/uncoupling device <NUM> is coupled and the coupling and uncoupling device <NUM> is uncoupled. In this condition, where the return element 30b and 40b, are compressed (in the case of the use of springs), and said glove 30d is coupled, respectively, in the transmission gear <NUM> and there is no connection with the primary axle <NUM> and, for this reason, the transmission <NUM> and transfer <NUM> gear, transfer the power only between the secondary axle <NUM> to the parallel axle 16a comprising the pinion 16b responsible for the transmission of the power to the crown <NUM> of the tread axle (R). That is, in this condition, <NUM>% of the power comes from the electric motor (ME).

Just to clarify more objectively, in the state of operation of the power transmission set represented by <FIG> , it is possible to observe that the transmission set (E), object of the present invention, presents the following operation.

<FIG> schematically shows the power transmission set (E) in the state in which coupling/uncoupling devices <NUM> and <NUM> are coupled, enabling the power transmission to come from both electric (ME) and combustion (MC) engines.

As can be seen, the 30a actuator of the coupling/uncoupling device <NUM> is triggered, causing the return element 30b to be compressed (in this case, a spring), and said fork 30c to be moved to promote the displacement of the glove 30d over the striation of the intermediate connection gear <NUM>, the teeth of one of its side faces connected with the transmission gear <NUM> teeth 15a.

On the other side of the housing of the power transmission set (E), the coupling/uncoupling device <NUM> is disabled, causing the return element 40b to be in the natural state (in the case of a spring, the state that is not compressed). In this condition, as should be observed, the traction of both axles, primary <NUM> and secondary <NUM>, is used to move the transmission gear <NUM> that moves the transfer gear <NUM>, transmitting all the power coming from the two engines, electric (ME) and combustion (MC) to the parallel axle 16a with pinion 16b responsible for transmitting the power to the crown <NUM> of the tread axle (R).

In this configuration represented by <FIG> , the electric motor (ME) can be used to supplement the torque from the combustion engine (MC), or vice versa.

Thus, and for example, it is possible to verify that the power transmission set (E), according to the present invention, presents the following operation in the condition represented by <FIG> :.

In this condition, in which the coupling/uncoupling device <NUM> is activated, and both engines are working simultaneously, the electric motor (ME) can supplement the torque coming from the combustion engine (MC) at times when more force and torque is needed on the tread axle (R), because the combustion engine (MC) ends up consuming more fuel at times when it requires more power.

<FIG> schematically shows the power transmission set (E) in exactly the opposite condition of that represented by <FIG> , that is, both engines are not tractioning the 16a parallel axle. However, the torque from the combustion engine (MC) is used to power the electric motor (ME) in order to generate electricity. In this situation, the coupling/uncoupling device <NUM> is disabled and the coupling/uncoupling device <NUM> is activated. As can be seen, the 40a actuator of the coupling/uncoupling device <NUM> is triggered, causing the return element 40b to be compressed (in this case, a spring), and the fork 40c to be moved to promote the displacement of the glove 40d, disconnecting the teeth from its side face of the side teeth 15a of the transmission gear <NUM>.

The actuator 30a of the coupling/uncoupling device <NUM> is in the uncoupled state, causing the return element 30b to be in its natural state (in this case, a spring, when it is not in compressed state), and the fork 30c is moved to promote displacement of the glove 30d over the striation of the gear of the intermediate connection <NUM>, disconnecting the teeth from its side face of the transmission gear <NUM> teeth 15a.

In this condition, as should be observed, traction on the parallel axle 16a is totally disabled, consequently, by moving the intermediate connection gear <NUM>, the transfer of the power from the engine to combustion (MC) occurs to the selector unit <NUM>, which promotes the respective speed equalization through the gearbox <NUM>, to provide adequate movement of the secondary axle <NUM> and, finally, for the electric motor (ME).

Thus, it is possible to observe that the power transmission set (E), in the condition represented by <FIG> , presents the following operation:.

Additionally, as commented above, the present invention also refers to a vehicle for the transport of cargo or passengers (V), which comprises a mechanical traction set (T) consisting of a combustion engine (MC), in which a gearbox (G) is coupled with output connected to a cardan axle (e) that, in turn, is connected in a power transmission set for axles (E), which is formed by the arrangement of a primary axle <NUM> and a secondary axle <NUM> interconnected by a selector unit <NUM>, which, in cooperation with coupling/uncoupling devices <NUM> and <NUM>, can select the motor propulsion of the tread axle (R) between a fully combustion configuration, fully electric, hybrid in which both motors (MC, ME) work together to supply torque to the tread axle (R), or even as an electric power generator.

More particularly, the vehicle for the transport of cargo or passengers (V) is a truck, bus, van or even conventional vehicles.

In view of all the above, it is clear that through the power transmission set for axles particularly intended for hybrid systems, object of the present invention, the driver driving the vehicle (V) manages to promote a rotation of the engines during displacements, that is, the driver or, potentially, an automated system can define the motor propulsion between only the combustion engine (MC), only the electric motor (ME) or even both working together to generate torque, and finally, enabling the torque from the combustion engine (MC) to be applied in the power generation next to the electric motor (ME). With this, as likely appreciated by persons skilled in the art, the present invention is able to provide significant economic advantages for autonomous drivers and transport companies, and ecological for the environment, substantially reducing fuel consumption and emission of polluting gases.

Claim 1:
A power transmission set for axles, comprising: a primary axle (<NUM>) and a secondary axle (<NUM>), which are interconnected by means of a selector unit (<NUM>) to select and control the type of motor propulsion applied to the tread axle (R) of said vehicle (V), from which, cooperatively with coupling/uncoupling devices (<NUM>, <NUM>), enables one configuration of motor propulsion applied to the tread axle (R) of the vehicle (V) among:
- a first configuration in which only a combustion engine (MC) is responsible for propulsion; or only a electric motor (ME) provides propulsion,
- a second configuration in which both engines (MC, ME) work together to generate torque; and
- a third configuration in which the uncoupling of the traction of the tread axle (R) so as to feed the electric motor (ME) that becomes an electric power generator.
wherein said power transmission set is formed by the interconnection of said primary (<NUM>) and secondary (<NUM>) axles through said selector unit (<NUM>), and:
- said selector unit (<NUM>) consists of a gearbox (<NUM>) and an intermediate connection gear (<NUM>) arranged on said primary (<NUM>) and secondary (<NUM>) axles;
- adjacent to said intermediate connection gear (<NUM>) there is arranged a transmission gear (<NUM>) that is supported freely on said primary axle (<NUM>) and is coupled to the external diameter of the transfer gear (<NUM>) positioned on an axle (16a) that has a pinion (16b) in contact with the crown (<NUM>) of the tread axle (R) of the vehicle (V); and
- said intermediate connection (<NUM>) and transmission gears (<NUM>) being interconnected through coupling/uncoupling devices (<NUM>, <NUM>).