Source: https://insight.rpxcorp.com/pat/US20090166122A1
Timestamp: 2019-10-15 21:02:50
Document Index: 32665353

Matched Legal Cases: ['Application No. 2008', 'Application No. 2008', 'Application No. 2008', 'Application No. 2008', 'Application No. 2008', 'Application No. 2008', 'Application No. 2008', 'Application No. 2008', 'Application No. 2008', 'Application No. 2008', 'Application No. 2008', 'Application No. 2007']

Patent US 20090166122A1
an internal combustion engine housed within an engine compartment and configured to provide rotational power to a flywheel;
a first motor/generator rotatably coupled to the flywheel of the internal combustion engine;
a gear transmission having a first port configured to receive rotational power in a first rotational (RPM) range, and a second port configured to provide rotational power in a second RPM range to at least one wheel of the vehicle;
a second motor/generator rotatably coupled to the first port of the gear transmission;
wherein the internal combustion engine, the first motor/generator, the second motor/generator, and the gear transmission are housed within the engine compartment and located between two front wheels and arranged in a substantially linear manner; and
wherein the first motor/generator, the second motor/generator, and the gear transmission are located substantially above a centerline of the front wheels.
A hybrid vehicle includes two front wheels, two rear wheels, an internal combustion engine, a first motor/generator, and a second motor/generator. The first motor/generator may be rotatably coupled to the internal combustion engine, and the second motor/generator may be rotatably coupled to at least one wheel of the hybrid vehicle. The first motor/generator, the second motor/generator and a gear transmission are housed within the engine compartment and are located between two front wheels and arranged in a substantially linear manner. The first motor/generator, the second motor/generator, and the gear transmission are located substantially above a centerline of the front wheels of the vehicle
FLOOR STRUCTURE OF A MOTOR VEHICLE BODY
US 20110266838A1
MOTOR VEHICLE HAVING A DRIVE TRAIN WITH A LATERALLY ARRANGED INTERNAL COMBUSTION ENGINE
US 20120312622A1
US 9,724,990 B2
US 7,650,959 B2
Yamaha Motor Manufacturing Corp. of America, Yamaha Hatsudoki Kabushiki Kaisha
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DTI Group BV
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RE36678E
Hybrid vehicle drive system having clutch between engine and synthesizing/distributing mechanism which is operatively connected to motor/generator
US 5,856,709 A
Low profile self propelled vehicle and method for converting a normal profile vehicle to the same
US 5,033,567 A
WASHBURN DAVID J.
US 4,787,612 A
US 4,410,075 A
2. The hybrid vehicle of claim 1, wherein the gear transmission is configured to receive rotational force at a first rotational speed from the second motor/generator and provide rotational force at a second rotational speed to at least one of the front wheels through a differential gear assembly, and wherein the second rotational speed is less than the first rotational speed.
3. The hybrid vehicle of claim 1, wherein the gear transmission includes a selector assembly to provide a forward gear position, a reverse gear position, a park gear position, and a neutral gear position.
4. The hybrid vehicle of claim 1, wherein the gear transmission includes a single forward gear position to facilitate transfer of rotational force from the second motor/generator to at least one of the front wheels to propel the vehicle from a minimum vehicle speed through a maximum vehicle speed.
5. The hybrid vehicle of claim 1, wherein the engine, the first motor-generator, and the second motor-generator form a power sub-system.
6. The hybrid vehicle of claim 1, wherein the first motor-generator is operatively coupled between the engine and the second motor-generator.
7. The hybrid vehicle of claim 1, wherein the engine has a displacement of about 998 cc, a maximum output torque of about 90 Newton-meters, a maximum output power of about 50 kW, and a maximum output speed of about 6000 RPM.
8. The hybrid vehicle of claim 1, wherein the first motor-generator has a maximum output torque of about 150 Newton-meters, a maximum output power of about 20 kW, and a maximum output speed of about 5000 RPM.
9. The hybrid vehicle of claim 1, wherein the second motor/generator is a traction motor.
10. The hybrid vehicle of claim 9, wherein the traction motor has a maximum output torque of about 400 Newton-meters, a maximum output power of about 50 kW, and a maximum output speed of about 6000 RPM.
11. The hybrid vehicle of claim 9, wherein the traction motor is selected from the group consisting of an AC motor, switched reluctance motor, DC permanent magnet motor, and repulsion-induction motor.
12. The hybrid vehicle of claim 1, wherein a mechanical power coupling is arranged in a substantially linear arrangement from the engine to the first motor-generator and from the first motor-generator to the second motor-generator.
13. The hybrid vehicle of claim 1, wherein gear transmission includes a differential gear assembly to provide rotation of opposing wheels at different rotational speeds.
14. The hybrid vehicle of claim 4, wherein the minimum vehicle speed is zero indicating that the vehicle is stopped.
15. The hybrid vehicle of claim 4, wherein the single forward gear position is used to propel the vehicle from a stopped condition through a maximum vehicle speed without manual or automatic shifting.
a gear transmission having a first port configured to receive rotational power in a first rotational (RPM) range, and a second port configured to provide rotational power in a second RPM range a differential gear assembly housed within the gear transmission configured to receive rotational power from the second port and provide rotational power to the pair of front wheels;
wherein the internal combustion engine, the first motor/generator, the second motor/generator, the gear transmission, and the differential gear assembly are housed within the engine compartment and located between pair of front wheels; and
wherein the first motor/generator, the second motor/generator, the gear transmission, and the differential gear assembly are located substantially above a centerline of the front wheels.
1) Chinese Patent Application No. 2008-10185948.3 (docket no. ______) filed on Dec. 13, 2008, entitled “______,”
2) Chinese Patent Application No. 2008-10185949.8 (docket no. ______) filed on Dec. 13, 2008, entitled “______,”
3) Chinese Patent Application No. 2008-10185950.0 (docket no. ______) filed on Dec. 13, 2008, entitled “______,”
4) Chinese Patent Application No. 2008-10185951.5 (docket no. ______) filed on Dec. 13, 2008, entitled “______,”
5) Chinese Patent Application No. 2008-10185952.X (docket no. ______) filed on Dec. 13, 2008, entitled “______,”
6) Chinese Patent Application No. 2008-10217019.6 (docket no. 081484) filed on Oct. 11, 2008, entitled “A Hybrid Power Driving System and its Control Method,”
7) Chinese Patent Application No. 2008-10217015.8 (docket no. 081322) filed on Oct. 11, 2008, entitled “A Hybrid Power Driving System and its Control Method,”
8) Chinese Patent Application No. 2008-10216727.8 (docket no. 081328) filed on Oct. 11, 2008, entitled “A Hybrid Power Driving System,”
9) Chinese Patent Application No. 2008-10217016.2 (docket no. 081416) filed on Oct. 11, 2008, entitled “Power Synthesis and Distribution Device and the Hybrid Power Driving System Using It,”
10) Chinese Patent Application No. 2008-10126507.6 (docket no. 080771) filed on Jun. 24, 2008, entitled “A Hybrid Driving System,”
11) Chinese Patent Application No. 2008-10126506.1 (docket no. 080059) filed on Jun. 24, 2008, entitled “A Hybrid Driving System and Its Driving Method,” and
12) Chinese Patent Application No. 2007-10302297.7 (docket no. 071368) filed on Dec. 27, 2007, entitled “The Power Control System and Method of Hybrid Vehicle with Double Motor.”
A hybrid power system includes a traction motor and a motor-generator. The motor-generator and the traction motor may be selectively coupled to a battery pack. The motor-generator may receive electricity from the battery pack and may also charge the battery pack. An internal combustible engine further communicates with the motor-generator to form an electrical generating subsystem. The traction motor may receive electricity from the battery pack and may also charge the battery pack. The traction motor drives a set of driving wheels of the motor vehicle through a differential gear assembly.
In one embodiment, a hybrid vehicle includes two front wheels, two rear wheels, an internal combustion engine housed within an engine compartment and configured to provide rotational power to a flywheel, a first motor/generator rotatably coupled to the flywheel of the internal combustion engine, and a gear transmission having a first port configured to receive rotational power in a first rotational (RPM) range, and a second port configured to provide rotational power in a second RPM range to the wheels of the vehicle. The gear transmission includes a differential gear assembly to provide rotation of opposing wheels at different rotational speeds.
Also included is a second motor/generator rotatably coupled to the first port of the gear transmission, where the internal combustion engine, the first motor/generator, the second motor/generator, and the gear transmission are housed within the engine compartment and located between two front wheels and arranged in a substantially linear manner. The first motor/generator, the second motor/generator, and the gear transmission are located substantially above a centerline of the front wheels.
The hybrid vehicle may also include a gear transmission configured to receive rotational force at a first rotational speed from the second motor/generator and provide rotational force at a second rotational speed to the wheels through a differential gear assembly. The second rotational speed is less than the first rotational speed.
In one implementation of the gear transmission includes a selector assembly that provides various gear positions, such as a forward gear position, a reverse gear position, a park gear position, and a neutral gear position. The gear transmission may also include a single forward gear position to facilitate transfer of rotational force from the second motor/generator to the front wheels to propel the vehicle from a minimum vehicle speed through a maximum vehicle speed, where the minimum speed is zero indicating that the vehicle is not moving.
The components of the hybrid vehicle may be divided into sub-systems. For example, the engine, the first motor-generator, and the second motor-generator may form a power sub-system. The first motor-generator may be operatively coupled between the engine and the second motor-generator. In one implementation, a mechanical power coupling is arranged in a substantially linear arrangement from the engine to the first motor-generator and from the first motor-generator to the second motor-generator.
The power components of the hybrid vehicle may have various power characteristics. For example, the first motor-generator may have a maximum output torque of about 150 Newton-meters, a maximum output power of about 20 kW, and a maximum output speed of about 5000 RPM. The second motor/generator may be a traction motor, and may have a maximum output torque of about 400 Newton-meters, a maximum output power of about 50 kW, and a maximum output speed of about 6000 RPM. The engine may have a displacement of about 998 cc, a maximum output torque of about 90 Newton-meters, a maximum output power of about 50 kW, and a maximum output speed of about 6000 RPM. The first and/or second motor/generators may be AC motors, switched reluctance motors, DC permanent magnet motors, or repulsion-induction motors
FIG. 1 shows the front engine compartment 100 of a motor vehicle equipped with a multi-mode hybrid power system 102. The hybrid power system 102 includes an internal combustible engine 104, an electric motor-generator 106, an electric traction motor 108, and a battery pack 110. The battery pack 110 may be located within a floorboard compartment and may not be visible in the view of FIG. 1. The hybrid power system 102 may also include other components, such as, a power inverter assembly 140, radiator 146, intake manifold 160, control system enclosure 170, shock absorber towers 180, and other components, such as, various filters, fuel injection system, master cylinder assembly, water pump, electronic ignition housing, etc.
A user-selectable switch (“EV/HEV control input”) on the dashboard of the vehicle may permit the operator to switch between a pure electric driving mode (EV—electric vehicle mode) or a hybrid driving mode (HEV). The switch may be a depressible button, knob, lever, or other control input, and may be located in the interior of the motor vehicle or in another location of the motor vehicle. The controller 202 utilizes the state of the switch as an input operating signal to determine whether the motor vehicle operator has selected an electric-only mode or a hybrid mode.
FIG. 8 shows an example of the hybrid power system 102 operating according to an idle-charging mode. In idle-charging mode, the engine 104 drives the motor-generator 106, which charges the battery pack 110. In one implementation, the hybrid power system 102 operates according to the idle-charging mode when the gear-mode input operating signal indicates that the motor vehicle is in a “park” or “neutral” gear-mode. However, the hybrid power system 102 may operate according to the charging mode based on other combinations of input signals.
Although the battery 110 is described and shown in the above figures as receiving power from the motor-generator 106 and/or the traction motor 108 when those components operate as electrical generators, the battery may also be charged from an external electrical source. Accordingly, the hybrid system is also referred to as a “plug-in” hybrid system. As shown in FIG. 2, the battery may be coupled to an external charging interface 230, which includes an inverter 234. For example, the charging interface 230 may accept and direct power received from the electrical “grid” 240 through a plug 242 and socket 244 arrangement. In one embodiment, the input power may be standard 120-240 VAC power from a standard receptacle, also referred to as “wall power” or household power. A suitable DC voltage source, such as a large storage battery at a charging facility may also charge the battery. Appropriate charging of the battery 110 through plug-in charging permits the vehicle to operate in the EV mode without using the engine 104 at all.
Referring to FIGS. 11-13, the gear reduction assembly 1108 or “transmission” includes the rank unit 1250. As described above, the gear reduction assembly 1108 physically couples the high-speed rotational output of the traction motor 108 with the lower speed input portion of the differential gear assembly 220. A half-shaft (see FIG. 39) couples the output of the differential gear assembly 220 through an opening or output port 1130 in the gear reduction assembly 1108 to each of the driving wheels 212. In a preferred embodiment, the gear reduction assembly 1108 houses the differential gear assembly 220, which in turn, provides an output to each of the two front wheels 212.
In a first mechanical mode, the torque distribution assembly 1802 may provide a true “clutch function” to selectively engage and disengage the engine 104 from the traction motor 108. In a second mechanical mode, the torque distribution assembly 1802 provides a “soft” coupling or torsional connection between the engine 104 and the motor-generator 106. The soft or torsional connection dampens or reduces the shock or impact caused by abrupt rotational changes when the engine 104 initially starts, and conversely, provides damping or shock reduction when the motor-generator initially provides power under battery operation. Such rotational shock or rotational difference and/or misalignment less than a predetermined amount may be absorbed or smoothed by the torque distribution assembly 1802.
Note that the coupling between the motor-generator 106 and the engine 104 is always “connected” and cannot be selectively disengaged. Rather, there is a loose or shock-absorbing connection between the engine flywheel 1804 and the motor-generator 106, but they are nonetheless connected, and disengagement is not possible in specific embodiments. Because the motor-generator 106 and the engine 104 are connected, the difference in rotational speed, or angular alignment between the engine and the motor-generator 106 may only occur for a small fraction of a revolution, for example for a small sector of a revolution, such as about less than about 3 to about 10 degrees.
When the clutch is engaged, as shown when the release bearing assembly 1812 is in the position indicated by arrow “A” 1922, the piston 1826 is out of contact with the diaphragm spring 1910. Thus, the diaphragm spring 1910 is in a non-flexed orientation, and presses the friction plate 1906 of the driven plate assembly 1806 against the surface of the flywheel 1804. This engaged position is also shown in FIG. 18, and is described in greater detail with respect to FIG. 18A.
Conversely, when the clutch is disengaged, as shown when the piston 1826 is in the position indicated by arrow “B” 1926, the piston presses against the diaphragm spring 1910, which causes it to be in a flexed orientation. The un-flexing of the diaphragm spring 1910 pulls the driven plate assembly 1806 away from the flywheel 1804, thus disengaging the driven plate assembly 1806 from the rotating flywheel 1804, and is also described in greater detail with respect to FIG. 18A. Note that in different embodiments, the orientation of the diaphragm spring 1910 may either be in a flexed orientation or in an un-flexed orientation when the clutch is engaged or disengaged, depending upon the preferred “flex-state” of the diaphragm spring 1910. This may be determined by the amount of time or how often the clutch generally remains engaged during normal driving. Preferably, during normal driving where the clutch does not couple the engine 104 to the wheels (most of the time), the orientation of the diaphragm spring 1910 and the clutch assembly is configured so that minimum wear between components occurs.
FIG. 18A shows the interaction between the release bearing assembly 1812, the piston 1826, and the diaphragm spring 1910 in greater detail. The piston 1826 may move relative the release bearing assembly 1812, as shown by the arrows “A” 1922 and “B” 1926 of FIGS. 18 and 19, while the release bearing assembly 1812 may remain in a fixed position in one embodiment. A distal end of the piston 1826 may include a race bearing 1830 or ball-bearing race, that is configured to contact the diaphragm spring 1910 as the piston 1826 moves inwardly and outwardly so as to isolate any rotational differences. A flange or pivot 1836, which may be formed in or from a portion of the cover assembly 1808, in one embodiment, may provide a pivot point for flexing of the diaphragm spring 1910.
When the piston 1826 is activated to move in the inward direction shown by arrow “B,” a radially-inward portion 1840 of the diaphragm spring 1910 moves in the same direction as the piston 1826 moves. However, due to the pivot point provided by the flange 1836, a radially-outward portion 1844 of the diaphragm spring 1910 moves in the opposite direction as the piston 1826. Such movement in the opposite direction causes the radially-outward portion 1844 of the diaphragm spring 1910 to “pull” or move the driven plate assembly 1806, along with the friction disk 1906, away from the surface of the flywheel 1804, effectively disengaging the clutch assembly.
Conversely, when the piston 1826 is activated to move in the outward direction shown by arrow “A, the radially-inward portion 1840 of the diaphragm spring 1910 moves in the same direction as the piston 1826. However, again due to the pivot point provided by the flange 1836, the radially-outward portion 1844 of the diaphragm spring 1910 moves in the opposite direction as the piston 1826 moves. Such movement in the opposite direction causes the radially-outward portion 1844 (and the entire diaphragm spring 1910) to “release” and return to its normal orientation, which forces the driven plate assembly 1806, along with the friction disk 1906, into contact with the surface of the flywheel 1804, which effectively maintains clutch engagement.
Turn back to the torque distribution assembly 1802 of FIG. 18, the torsional or “loose” coupling between the flywheel 1804 and the motor-generator 106 will now be described (“the second mechanical mode”). FIG. 22 shows an exploded view of the interconnecting plate assembly 1810 of FIG. 18. The interconnecting plate assembly 1810 is coupled to the cover assembly 1808, and thus rotates with the cover assembly 1808, which is bolted to the flywheel 1804. In one embodiment, the interconnecting plate assembly 1810 includes an inner sideboard 2202 in communication with an inner gasket 2204, and a torsion plate 2206. The inner sideboard 2202 may be fixed to a portion of the cover assembly 1808 by welds, bolts, rivets, metal formation, or other suitable techniques to secure the interconnecting plate assembly 1810 to the cover assembly 1808.
The torsion plate 2206 may include one or more shock absorbing elements or springs 2208. The shock absorbing elements may be made of a resilient or deformable material. Other suitable torsional, deformable, or shock absorbing elements may be used. For example, the shock absorbing elements may be metal or composite coil springs or compression springs, blocks of compressible rubber, or other deformable material. The torsion plate 2206 also communicates with an outer gasket 2210 and an outer sideboard 2212. The inner gasket 2204 and the outer gasket 2210 may provide further shock absorbing or damping capability, which may reduce the shock transmitted to or from the hollow shaft 1816.
In particular, the springs 2208 of the torsion plate 2206 may be configured to absorb shock when either the engine 104 or the motor-generator 106 rapidly changes rotational speed, such as upon starting or shutting-down. The springs 2208 of the interconnecting plate assembly 1810 permit the interconnecting plate assembly to rotationally flex relative to the cover assembly 1808. The springs 2208 may be partially received in a plurality of recesses 2220 in the inner sideboard 2202 to permit the torsion plate 2206 to rotationally flex or slip a few degrees relative to the cover assembly 1808. This may provide damping to reduce shock and vibration that may be transmitted from the torsion plate 2206 to the hollow shaft 1816.
The clutch (release bearing assembly 1812) is controlled via “energy storage” using the top pressure diaphragm spring 2820 and return fluid flow. Electrical signals (2830-first pressure sending signal, 2832-second pressure sending signal) generated by the various sensors are processed by the clutch controller 204. The clutch controller 204 may also process a clutch separation signal 2834 and a clutch connected signal 2836. The clutch controller 204 controls the hydraulic system pressure via electromagnetic valves and the hydraulic fluid pump assembly 2806 to ensure proper operation of the release bearing assembly 1812. The accumulator 2810 acts as the main source of energy while an electrical pump motor 2840 provides mechanical power to the hydraulic fluid pump assembly.
<FORM>If P−P<sub>e</sub>≦P<sub>2</sub><sub><sub2>—</sub2></sub><sub>MAX</sub>, then: 1)</FORM>
<FORM>if P−P<sub>e</sub><P2<sub>—</sub><sub><sup2>MIN</sup2></sub>, then:</FORM>
<FORM>P<sub>2</sub>=P<sub>2</sub><sub><sub2>—</sub2></sub><sub>MAX </sub>and</FORM>
<FORM>P<sub>e</sub>=P−P<sub>2</sub>, and</FORM>
<FORM>P<sub>1</sub>=0;</FORM>
<FORM>P<sub>2</sub>=P−P<sub>e </sub>and</FORM>
<FORM>P<sub>1</sub>=0, and,</FORM>
<FORM>If P−P<sub>e</sub>>P<sub>2</sub><sub><sub2>—</sub2></sub><sub>MAX</sub>, then</FORM>
<FORM>P<sub>1</sub>=P−P<sub>e</sub>−P<sub>2</sub>, where:</FORM>
P<sub>e</sub>=the motor vehicle optimal operating power,
P<sub>2</sub><sub><sub2>—</sub2></sub><sub>MAX</sub>=the maximum power output of the traction motor,
P<sub>2</sub>=the required power output of the traction motor, and
P<sub>1</sub>=the required power output of the engine.
Initially, the vehicle controller 202 determines the present rank or gear mode of the hybrid motor vehicle. The present rank or gear mode may be determined by the vehicle controller 202 in conjunction with the rank unit 1250. If the vehicle controller 202 determines that the present gear-mode is a “park” gear-mode (3604), the vehicle controller 202 instructs the hybrid power system 102 to cease operation or to halt (3606). For example, the vehicle controller 202 may instruct the internal combustible engine 104, the electric motor-generator 106, and the electric traction motor 108 to cease operation. The vehicle controller 202 may also instruct the torque distribution assembly 1802 (clutch 206) to disengage.
If the vehicle controller 202 determines that the present gear-mode is not the “park” gear-mode, the control system flow determines whether the hybrid motor vehicle is in a “neutral” gear-mode (3608). If the “neutral” gear-mode has been selected (3608), the vehicle controller 202 may then determine if the user-selectable EV switch mode has been selected (3610). Depending on whether the pure EV driving mode has been selected, the control system flow compares the present battery pack 110 capacity SOC against various threshold values.
If the electric-only power mode has been selected (3610), the vehicle controller 202 compares the present battery capacity SOC with an electric-only minimum threshold SOC<sub>0 </sub>(3612). The electric-only minimum threshold SOC<sub>0 </sub>may represent the minimum value of the battery pack 110 discharging limit. For example, the electric-only minimum threshold SOC<sub>0 </sub>may represent about a 10% to about a 15% remaining charge of the battery pack 110. Other values may be used, such as between about 5% and about 20%. In another embodiment, if the electric-only power mode has been selected, the vehicle will only operate in this selected mode if the required driving power is less than about 90% of the maximum power output of the traction motor 108. This value, for example, may range from about 75% to about 95%.
If the present battery capacity SOC is greater than the electric-only minimum threshold SOC<sub>0 </sub>(3612), the control system flow sets the operating mode of the hybrid power system 102 to electric-only power mode (3614). If the present battery capacity SOC is not greater than the electric-only minimum threshold SOC<sub>0 </sub>(3612), the EV mode is released (3613). Control flow for setting the operating mode to electric-only power mode is explained with reference to FIG. 40 below.
If the electric-only power mode has not been selected (3610), the present battery capacity SOC is compared with an efficient operating battery threshold SOC<sub>2 </sub>(3616). The value of the efficient operating battery threshold SOC<sub>2 </sub>may represent about a 50% electric charge of the battery pack 110. Other values may be used, such as between about 40% and about 60%. Battery capacity in the efficient operating battery threshold SOC<sub>2 </sub>range indicates relatively efficient vehicle operation. If the present battery capacity SOC is greater than the efficient operating battery threshold SOC<sub>2 </sub>(3616), the operating mode is set to electric-only power mode operation (3614).
If the present battery capacity SOC is not greater than the efficient operating battery threshold SOC<sub>2 </sub>(3616), the present battery capacity SOC is compared against a minimum electric starting capacity threshold SOC<sub>1 </sub>(3618). For example, the minimum electric starting capacity threshold SOC<sub>1 </sub>may represent a 30% electric charge of the battery pack 110. Other values may be used, such as between about 20% and about 40%. Battery capacity above the minimum electric starting capacity threshold SOC<sub>1 </sub>range indicates that sufficient battery power exists to start the engine 104. If the present battery capacity SOC is less than or equal to the minimum electric starting capacity threshold SOC<sub>1 </sub>(3618), the series mode is set (3620). Control flow for setting the operating mode to series mode operation (3620) is explained with reference to FIG. 41 below.
The control system flow 3602 also considers a previous or existing operating mode when determining a next operating mode. For example, when the present battery capacity SOC is not less than or equal to the minimum electric starting capacity threshold SOC<sub>1 </sub>(3618), and when the previous operating mode was either in the series mode or the parallel mode (3622), the operating mode is set to series mode operation (3620). In step (3622), if the previous operating mode of the hybrid power system 102 was neither the series mode nor the parallel mode (3622), the operating mode is set to electric-only power mode operation (3614).
If the vehicle is not in the “drive” gear-mode or the “reverse” gear-mode (3624), the control system flow assumes a neutral mode (3608). If “drive” or “reverse” gear mode has been selected (3624), control system flow determines if an electric-only power mode has been selected (3626). If the present battery capacity SOC is not greater than the electric-only minimum threshold SOC<sub>0 </sub>(3628), then the EV mode is released (3629), and control system flow determines if the present battery capacity SOC is greater than the efficient operating battery threshold SOC<sub>2 </sub>(3630). If the present battery capacity SOC is greater than the efficient operating battery threshold SOC<sub>2 </sub>(3630), the control system flow sets the operating mode of the hybrid power system 102 to electric-only power mode (3614).
If the control system flow determines if the present battery capacity SOC is not less than or equal to the minimum electric starting capacity threshold SOC<sub>1 </sub>(3632), the control system flow determines if the previous operating mode was the series mode or the parallel mode (3634). If neither mode was previously selected, the control system flow sets the operating mode of the hybrid power system 102 to electric-only power mode (3614).
Next, the vehicle controller 202 may evaluate the velocity of the vehicle relative to the present battery capacity, the previous operating modes, and/or other criteria. If the present velocity VELO is less than the lower velocity threshold VELO<sub>1</sub>, the operating mode is set to series mode (3620). In one implementation, the value of the lower velocity threshold of the hybrid motor vehicle may be about 45 km/hr. This value may range, for example, between about 35 km/hr to about 55 km/hr.
Next, if the present velocity VELO is greater than the upper velocity threshold VELO<sub>2 </sub>(3638), the operating mode is set to the parallel mode (3640). An example value for the upper velocity threshold VELO<sub>2 </sub>is about 55 km/hr. Control flow for setting the operating mode to parallel mode operation (3640) is explained with reference to FIG. 42. If the present velocity VELO is not greater than the upper velocity threshold VELO<sub>2 </sub>(3638), the vehicle controller 202 determines whether the previous operating mode was the series mode (3642). If the series mode was previously set (3642), the operating mode is then set to series mode (3620).
The electric charging graph 3704 shows the electric charging rate of the battery pack 110 according to different operating modes of the hybrid power system 102. The vertical axis is electric quantity measured in ampere-hours (A-h), and the horizontal axis shows the operating modes. The line labeled SOC<sub>1 </sub>represents 30% of full battery charge, and the line SOC<sub>2 </sub>represents 50% of full battery charge, for example.
The velocity graph 3706 shows the velocity of the hybrid motor vehicle according to different operating modes of the hybrid power system 102. The vertical axis is velocity, and the horizontal axis represents the operating mode. In one implementation, the line VELO<sub>1 </sub>represents the lower velocity threshold of 45 km/hr and the line VELO<sub>2 </sub>represents the upper velocity threshold of 55 km/hr.
Segments D-E represent a transition from the electric-only power mode to the series hybrid mode, and the vehicle is accelerating. As the vehicle accelerates, the hybrid power system 102 draws power from the battery pack 110. When the system approaches segment E, the present battery capacity SOC is less than or equal to the electric starting battery capacity threshold SOC<sub>1</sub>. As the system enters segment E region, it transitions from the electric-only power mode to the series mode.
Segment F represents a transition from the series mode to the parallel mode because the present velocity VELO of the vehicle meets and exceeds the upper velocity threshold VELO<sub>2</sub>. Segments F-I represent the parallel mode. In these segments, the clutch 206 is engaged, and the engine 104, the electric motor-generator 106, and the electric traction motor 108 operate the driving wheels 212. The present battery capacity SOC decreases in segments F-G because the electric motor-generator 106 and electric traction motor 108 require additional electricity from the battery pack 110.
Segments H-I indicate that the vehicle is decelerating and extra torque is available. As the vehicle decelerates, the internal combustible engine 104 and the traction motor 108 use surplus torque from the wheels to generate electricity and charge the battery pack 110. While approaching segment I, the operating mode transitions to the series mode because the present battery capacity SOC is increasing, and the present velocity VELO is less than or equal to the lower velocity threshold VELO<sub>1</sub>.
Segments I-K represent operation in the series mode. In these segments, the clutch 206 is disengaged and the traction motor 108 operates the driving wheels 212. In addition, the engine 104 powers electric motor-generator 106, which provides electricity to the battery pack 110. As the system approaches segment K, it transitions to the electric-only power mode because the present battery capacity SOC is greater than or equal to the efficient operating battery threshold SOC<sub>2</sub>. Alternatively, the hybrid power system 102 may operate according to the series mode until the electric-only power mode is selected.
When the engine 104 and/or motors 106, 108 are working, the output torque varies according to the vehicle demand. According to established engineering principles, power=torque×RPM×accelerator depth %. When the power output reaches a maximum value, the rpm increases, but the torque decreases. The data points 3816 on the graph 3802 indicate where the torque begins to decrease at the maximum power output available, thus as RPM continues to increase, the torque decreases. The data points 3816 shift along the horizontal axis for the different motors and the engine, respectively, because each device has a different maximum power.
If the clutch is engaged (4004), control flow determines if the present velocity VELO exceeds an electric-only power mode velocity threshold (4012), such as VELO<sub>1 </sub>or VELO<sub>2</sub>. If the vehicle velocity VELO does not exceed the electric-only power mode velocity threshold, the clutch 206 is disengaged (4014). However, if the present velocity VELO does exceed the electric-only power mode velocity threshold, the electrical power generating subsystem is instructed to reduce its torque or mechanical output (4016). The control flow may further determine if the present electric power output is less than or equal to an electric-only power mode electrical power output threshold (4018). In one implementation, the electric-only power mode electrical power output threshold is about 5 kW.
Wang, Tao, Liu, Yan, Ren, Yi, Yang, ShengLin, Luo, HongBing
US 7,980,340 B2
F16D 2500/1024 : combined with hydraulic act...
F16D 2500/3024 : Pressure
F16D 2500/7027 : Engine speed
F16D 2500/7041 : Position
F16D 3/66 : the elements being metallic...
Y02T 10/6234 : Series-parallel switching type
Y10S 903/912 : Drive line clutch
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