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

• US 10,343,677 B2
• Filed: 12/14/2016
• Issued: 07/09/2019
• 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): Shudy, Angelina
• Application Number:
  US15/378,811
• Publication Number:
  US 20180162375A1
• Time in Patent Office: 937 Days
• Field of Search: 701 22, 903903
• 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 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/06 : including control of combustion engines
• CPC Class Codes: B60W 10/08 : including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 20/20 : Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
• CPC Class Codes: B60Y 2300/42 : Control of clutches
• 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 903/93 : Conjoint control of different elements
• 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 hybrid electric arrangement for an internal combustion engine having a front end opposite a rear end at which an engine flywheel is located, comprising:

a motor;

a switchable coupling configured to be positioned in a region adjacent to the front end of the engine, the switchable coupling including

an engine-side portion connectable to a rotatable shaft at the front end of the engine,

a drive portion selectively engageable with the engine-side portion, and

an engagement actuator configured to selectively engage the drive portion with the engine-side portion,

wherein at least a portion of the drive portion and the engagement actuator concentrically overlap one another axially along a coupling rotation axis;

a torque transfer segment configured to transfer torque between the motor and the drive portion of the switchable coupling, the switchable coupling being coupled to a first end of the torque transfer segment and the motor being coupled to a second end of the torque transfer segment opposite the first end, the second end being located laterally offset from the coupling rotation axis; and

a front end motor controller configured to control actuation of the switchable coupling between engaged and disengaged states.

2. The hybrid electric arrangement of claim 1, further comprising:

an engine accessory drive drivable by the drive portion of the switchable coupling, the engine accessory drive being configured to drive at least one engine accessory.

3. The hybrid electric arrangement of claim 2, wherein

the torque transfer segment includes a torque transfer drive coupled to the switchable coupling drive portion, and

the switchable coupling drive portion is configured to drive the engine accessory drive in a region axially between the torque transfer drive and an engine side of the engine-side of the switchable coupling.

4. The hybrid electric arrangement of claim 3, wherein

the torque transfer drive includes a mounting portion configured to fix the torque transfer drive against rotation relative to the engine when the hybrid electric arrangement is in an installed position at the front end of the engine.

5. The hybrid electric arrangement of claim 4, wherein

a rotation axis of the motor is parallel to the coupling rotation axis, and

the motor axially overlaps at least a portion of the switchable coupling.

6. The hybrid electric arrangement of claim 2, wherein

the switchable coupling is a clutch-pulley-damper unit in which the engine-side portion of the switchable coupling is a damper configured to damp vibrations of the rotatable engine shaft, the drive portion of the switchable coupling is a pulley configured to drive the engine accessory drive, and the engagement actuator of the switchable coupling is a clutch.

7. The hybrid electric arrangement of claim 6, wherein

the torque transfer segment is a gearbox,

the torque transfer drive includes at least a first gear arranged coaxially with the coupling

rotation axis and a second gear arranged coaxially with the motor rotation axis, the first gear and the second gear being arranged such that rotation of one of the first gear or the second gear results in rotation of the other of the first gear and the second gear.

8. The hybrid electric arrangement of claim 7, wherein

the rotatable engine shaft is an engine crankshaft.

9. The hybrid electric arrangement of claim 8, wherein

at least one of the at least one engine accessory includes an accessory coupling configured to be driven by the engine accessory drive and to be selectively switched by the front end motor-generator controller between engaged and disengaged states.

10. The hybrid electric arrangement of claim 9, wherein

the accessory coupling is switchable by the front end motor-generator controller into a partially-engaged state.

11. The hybrid electric arrangement of claim 8, wherein

the front end motor controller is configured to

receive information on an operating state of an installation environment in which the engine is installed, the installation environment including one of an on-road vehicle, an off-road vehicle and a stationary installation, from at least one of sensors and other control modules of the installation environment,

select based on the operating state information which of a plurality of motor operating modes the motor is to be operated, and

command operation of the clutch-pulley-damper unit clutch to an engaged state or a disengaged state in accordance with the selected motor operating mode, and

the plurality of motor operating modes include

an engine accessory drive mode in which clutch-pulley-damper unit clutch is disengaged and the motor generates torque for delivery to the clutch-pulley-damper unit pulley to drive the engine accessory drive, and

an engine torque supplement mode which clutch-pulley-damper unit clutch is engaged and the motor generates torque for delivery to the rotatable shaft of the engine.