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1. INTRODUCTION
In the last two decades there have been substantial
advancements in design and application of automatic
transmissions and drivelines, including new designs such as
hybrid electric vehicle (HEV) transmissions, dual clutch
transmissions (DCT), continuously variable transmissions
(CVT), and torque vectoring differentials (TVD) and fourwheel drive (4WD) systems.
Among different HEV transmission solutions, the seriesparallel configurations have found significant applications in
either one-mode variant (e.g. Toyota Prius and Ford Escape;
(Miller, 2006; Kuang and Hrovat, 2003)) or two-mode
configuration (GM SUV/truck applications; (Holmes and
Schmidt, 2002)). These transmissions are sometime called eCVTs, as they attempt to realize the CVT effect of keeping
the engine in its optimal/efficient speed region by mean of
use of electrical machines. The torque vectoring differentials
can provide the left/right or front/rear torque transfer, thus
significantly improving the vehicle traction control and
vehicle dynamics control performance (Sawase and Sano
1999). The TVD functionality can be incorporated into a
4WD system, as proposed in (Atsumi, 2005). The DCTs
combine the comfort of conventional torque converter
automatic transmissions and the fuel economy, the sporty,
responsive and connected drive feel of manual transmissions
(Matthes, 2005).
Along with the new automatic transmission and driveline
designs, there have been significant efforts in improving and
re-designing the common transmission actuation elements the friction clutches, either conventional wet or more recent
dry clutches. In particular, the emphasis has been on
developing modular and more efficient electromechanical
Fig. 1. Functional schemes of HEV transmissions (a) onemode (1MHT) and (b) two-mode transmissions (2MHT).
drivers torque demand at the wheels during propulsion and
braking.
Fig. 3 shows the 1MHT model for the full hybrid mode, with
an ideal battery assumed (no power losses). The behavior of
such a transmission is similar to the basic electric variator
transmission, with the following main differences: (i) at low
velocities the M/G1 power can be increased to fill the battery
and extend the optimal engine operation to lower velocities,
(ii) in the mid velocity range the battery can provide
additional power for supplying the M/G2 motor for a torque
boost (for the same reason, there is no purely mechanical
mode); and (iii) in the high-velocity range, the M/G1 is
motoring like in the variator mode (Pmg1 < 0), but there is no
real electric power recirculation since the M/G2 is motoring,
Fig. 6. Kinematic schemes of ALSD (a) and TVD (b) and corresponding bond graph models (c) and (d), respectively.
(1 2) / 2. Thus, for e.g. 2 < 1, the clutch takes the
torque f > 0 from the rotating case (or effectively from the
faster wheel 1) and bring it to the slower wheel 2. If 1 < 2,
f < 0 holds, the torque is again transferred from the faster
wheel (this time W2) to the slower wheel (W1). Based on the
model in Fig. 6c, in both cases the faster-to-slower wheel
torque transfer is given by (2 1) / 2 = f / 2.
The TVD (Fig. 6b) includes two clutches, F1 and F2, and
additional gearing with effective gear ratios h1<1 and h2>1,
respectively. The model (Fig. 6d) includes two torque
transfer paths over the two clutches. Clutch F2 always
transfers the torque to W2, and this can be done even if 2 >
1, provided that f2 > 0 f2 > 0, which gives 2 <
h2(2h2)11, i.e. 2 < 1.286 1 for h 2 = 1.125. Similarly,
clutch F1 always transfers the torque to W1, provided that
f1 > 0 f1 > 0, which yields 1 < h11(2h1)2 = 1.286 2
for h1 = 0.875. Based on the model in Fig. 6d, the torque
transfer is found to be (2 1) / 2 = (f2 f1) / 2. Bond graph
modeling of several other TVD configurations is presented in
(Deur et al., 2008a) and (Milutinovi and Deur, 2009).
2005. http://www.vehicledynamicsexpo.com/05vdx_conf/pres
/day2/honda.pdf
Cipek, M., Deur, J., Petri, J. (in press). Bond Graph Modeling and
Power Flow Analysis of Series-Parallel HEV Transmissions.
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Power Flow in Series-Parallel Hybrid Electric Vehicle
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Series-Parallel Hybrid Electric Vehicle Power Train
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Deur, J., Hancock, M., Assadian, F. (2008a). Modeling and Analysis
of Active Differential Kinematics. 2008 ASME Dynamic
Systems and Control Conference, Ann Arbor, MI.
Deur, J., Hancock, M., Assadian, F. (2008b). Modeling of Active
Differentials Dynamics. DVD Proc. of 2008 ASME Int. Mech.
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(2012a). Modelling of electromechanically actuated active
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Matthes, B. (2005). Dual Clutch Transmissions Lessons Learned
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Architectures of the e-CVT Type. IEEE Trans. on Power
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