Front end motor-generator system and hybrid electric vehicle operating method

• US 10,308,240 B2
• Filed: 12/14/2016
• Issued: 06/04/2019
• Est. Priority Date: 12/14/2016
• Status: Active Grant

• Current Assignee: Bendix Commercial Vehicle Systems LLC (Estate of Heinz Hermann Thiele)
• Original Assignee: Bendix Commercial Vehicle Systems LLC (Estate of Heinz Hermann Thiele)
• Inventors: Colavincenzo, David, Venegas Diaz, Fernando
• Primary Examiner(s): Dolak, James M
• Application Number:
  US15/378,764
• Publication Number:
  US 20180162374A1
• Time in Patent Office: 902 Days
• CPC Class Codes: B60K 2006/4825 Electric machine connected or connectable to gearbox input shaft
• CPC Class Codes: B60K 2006/4833 Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
• CPC Class Codes: B60K 6/448 Electrical distribution type
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60L 15/2054 by controlling transmissions or clutches
• CPC Class Codes: B60L 2210/10 DC to DC converters
• CPC Class Codes: B60L 2210/42 Voltage source inverters
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/441 Speed
• CPC Class Codes: B60L 2240/443 Torque
• CPC Class Codes: B60L 2240/507 Operating parameters
• CPC Class Codes: B60L 50/15 with additional electric power supply with capacitors charged by engine-driven generators B60L50/40; with batteries charged by engine-driven generators B60L50/61
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 50/30 using propulsion power stored mechanically, e.g. in fly-wheels
• CPC Class Codes: B60L 58/15 Preventing overcharging
• CPC Class Codes: B60L 58/20 having different nominal voltages
• CPC Class Codes: B60L 58/22 Balancing the charge of battery modules
• CPC Class Codes: B60L 7/22 Dynamic electric resistor braking, combined with dynamic electric regenerative braking
• CPC Class Codes: B60W 20/20 Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
• CPC Class Codes: B60W 2710/021 : Clutch engagement state
• CPC Class Codes: B60Y 2300/91 : Battery charging
• CPC Class Codes: B60Y 2400/112 : Batteries
• CPC Class Codes: B60Y 2400/421 : Dog type clutches or brakes
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y02T 10/64 : Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 : Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 : Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 : Electric energy management in electromobility
• CPC Class Codes: Y10S 903/946 : Characterized by control of driveline clutch
• CPC Class Codes: Y10S 903/951 : Assembly or relative location of components

Abstract

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft.

Claims

1. A method of retrofitting a vehicle with a hybrid electric system, comprising the acts of:

coupling an engine crankshaft damper of an integrated switchable coupling to a crankshaft at a front end of an internal combustion engine opposite a rear engine flywheel end of the engine;

coupling a first end of a torque transfer gearbox to a pulley of the integrated switchable coupling on a side of the integrated switchable coupling opposite a damper side of the coupling with a selectively-engageable clutch between the pulley and the damper;

coupling a motor-generator to a second end of the torque transfer gearbox at a location laterally offset from a rotation axis of the integrated switchable coupling;

coupling an engine accessory drive arranged to drive at least one engine accessory to the pulley of the integrated switchable coupling;

installing an energy store on the vehicle;

electrically connecting the motor-generator and the energy store such that electrical energy is transferable between the motor-generator and the energy store; and

connecting a front end motor-generator controller to the motor-generator, the energy store and a clutch actuator, the front end motor-generator controller being configured to selectively engage and disengage the clutch between the damper and the pulley.

2. The method of retrofitting a vehicle with a hybrid electric system of claim 1, further comprising the act of:

installing an electrical energy conversion unit between the motor-generator and the energy store,

wherein the electrical energy conversion unit is configured to convert electrical energy transferred between alternating current and direct current when the electrical energy is transferred from the motor-generator to the energy store and between direct current and alternating current when the electrical energy is transferred from the energy store to the motor-generator.

3. The method of retrofitting a vehicle with a hybrid electric system of claim 1, wherein

the front end motor-generator controller is configured to be connected to at least one vehicle network over which signals from vehicle sensors and other vehicle controllers are receivable.

4. The method of retrofitting a vehicle with a hybrid electric system of claim 1, wherein

the torque transfer gearbox is configured to be mounted relative to the engine in a plurality of orientations about the rotation axis.