Internal combustion engines for hybrid powertrain

• US 20030160455A1
• Filed: 02/07/2003
• Published: 08/28/2003
• Est. Priority Date: 02/08/2002
• Status: Active Grant

• Current Assignee: Green Vision Technology, LLC
• Original Assignee: Green Vision Technology, LLC
• Inventors: Hu, Haoran, Merrion, David
• Granted Patent: US 7,028,793 B2
• Time in Patent Office: Days
• US Class Current: 290/40C
• CPC Class Codes: B60K 6/46 Series type
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60K 6/485 Motor-assist type
• CPC Class Codes: B60L 1/003 to auxiliary motors, e.g. for pumps, compressors
• CPC Class Codes: B60L 1/02 to electric heating circuits
• CPC Class Codes: B60L 15/2027 whilst maintaining constant speed
• CPC Class Codes: B60L 2240/12 Speed
• CPC Class Codes: B60L 2240/36 Temperature of vehicle components or parts
• 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 2240/445 Temperature
• CPC Class Codes: B60L 2240/486 Operating parameters
• CPC Class Codes: B60L 2270/12 of exhaust
• CPC Class Codes: B60L 2270/142 acoustic
• CPC Class Codes: B60L 3/0046 relating to electric energy storage systems, e.g. batteries or capacitors
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 58/15 Preventing overcharging
• 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 10/10 : including control of change-speed gearings
• CPC Class Codes: B60W 10/26 : for electrical energy, e.g. batteries or capacitors
• CPC Class Codes: B60W 20/00 : Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/13 : in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
• CPC Class Codes: B60W 2510/068 : Engine exhaust temperature
• CPC Class Codes: B60W 2710/0616 : Position of fuel or air injector
• CPC Class Codes: B60W 2710/0666 : Engine torque
• CPC Class Codes: B60W 2710/083 : Torque
• CPC Class Codes: B60W 2710/105 : Output torque
• CPC Class Codes: F01N 2430/10 : by modifying inlet or exhaust valve timing
• CPC Class Codes: F01N 3/0842 : Nitrogen oxides
• CPC Class Codes: F01N 3/0871 : Regulation of absorbents or adsorbents, e.g. purging by electrically controlling the supply of combustible mixture or its constituents only F02D41/0235
• CPC Class Codes: F01N 3/2013 : using electric or magnetic heating means
• CPC Class Codes: F02B 2275/32 : Miller cycle
• CPC Class Codes: F02B 29/0406 : Layout of the intake air cooling or coolant circuit
• CPC Class Codes: F02B 37/00 : Engines characterised by provision of pumps driven at least for part of the time by exhaust
• CPC Class Codes: F02B 37/24 : by using pumps or turbines with adjustable guide vanes
• CPC Class Codes: F02D 13/0215 : changing the valve timing only
• CPC Class Codes: F02D 13/0273 : Multiple actuations of a valve within an engine cycle
• CPC Class Codes: F02D 2041/001 : for engines with variable valve actuation
• CPC Class Codes: F02D 41/021 : Introducing corrections for particular conditions exterior to the engine conjoint control of vehicle sub-units for propelling the vehicle B60W30/18
• CPC Class Codes: F02D 41/402 : Multiple injections
• CPC Class Codes: F02M 26/01 : Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
• CPC Class Codes: F02M 26/05 : High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
• CPC Class Codes: F02M 26/10 : having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
• CPC Class Codes: F02M 26/23 : Layout, e.g. schematics
• CPC Class Codes: F02M 26/33 : controlling the temperature of the recirculated gases
• CPC Class Codes: Y02A 50/20 : Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
• CPC Class Codes: Y02T 10/12 : Improving ICE efficiencies
• CPC Class Codes: Y02T 10/40 : Engine management systems
• 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

Abstract

The hybrid powertrain includes an internal combustion engine, a regenerative brake/motor and an electric energy storage device such as a battery. Preferably the internal combustion engine is a diesel engine with programmable injection events and programmable intake and exhaust valve events. The regenerative brake/motor is capable of operating as both an electric generator and as an electric motor. The battery receives electric energy from the regenerative brake. In additional to supplying electricity to the motor, the battery drives the engine accessories. The battery also supplies electric energy to keep the exhaust aftertreatment systems (Lean NOx, NOx absorber, PM Filter) at optimal temperature to improve conversion efficiency. A powertrain controller schedules the energy distribution and driving forces associated with both the diesel engine and the motor to maximize the vehicle fuel economy and to minimize the vehicle exhaust emissions.

Claims

1. A hybrid powertrain for urban and on-highway vehicle comprising a diesel engine, an electronic controller, a transmission, an electric motor/regenerative brake, and a battery;

said transmission having torque input from said diesel engine and said electric motor;

said diesel engine having a turbo charger and a fuel scheduling means for regulating fuel delivery in response to the vehicle demand for speed and torque;

said electrical motor can function as regenerating brake to retarding the vehicle during deceleration of the vehicle;

said electric motor can function as generator to charge the batter during the regenerative brake process;

said electronic controller having stored the fueling map as a function engine operating parameters, such as boost pressure, temperature, engine speed, etc. for steady state and transient operations of meeting the government emissions regulations;

said electronic controller having stored the relationship of the electric motor speed and electric motor current;

the relationship of the battery power and the current output;

the relationship of battery charging current and the regenerative retarding power;

said controller having stored the relationship between the output torque of diesel engine and the output torque of the electric motor for providing combined torque output to meet the vehicle torque requirement

2. The hybrid powertrain as set forth in claim 1 includes the torque input from both the said diesel engine and the said electric motor for steady state calibration;

3. The hybrid powertrain as set forth in claim 1 includes the torque input from both the said diesel engine and the said electric motor for transient state calibration;

4. The hybrid powertrain as set forth in claim 1 wherein said electric controller including means for scheduling the torque delivery for the diesel engine and the motor to meet the total torque demand.

5. The hybrid powertrain as set forth in claim 1 said electronic controller could sense the battery power level.

6. The said battery in claim 1 will be charged during regenerating braking and delivery power to the motor to provide torque to the drivetrain.

7. The hybrid powertrain as set forth in claim 1 said electronic controller could schedule power delivery by the diesel engine and the motor if the battery power level is too low.

10. The hybrid powertrain as set forth in claim 7, said electric motor can function as regenerating brake to retarding the vehicle during deceleration of the vehicle.

11. The hybrid powertrain as set forth in claim 7 said electric motor can function as generator to charge the batter during the regenerating brake process.

12. The hybrid powertrain as set forth in claim 7 said electronic controller could estimate the retarding torque requirement to maintain proper vehicle speed.

13. The hybrid powertrain as set forth in claim 7 said electronic controller could schedule the retarding torque delivery by the engine brake if the retarding torque required by the vehicle is larger than the torque available by the regeneration braking.

14. The hybrid powertrain as set forth in claim 7 said electronic controller could sense the battery power to avoid over charging and the effectiveness of the regenerating brake.

16. The hybrid powertrain as set forth in claim 1 wherein said diesel engine is characterized by with NOx and PM exhaust emissions for each engine speed value and torque value.

8. A hybrid powertrain for urban and on-highway vehicle comprising a diesel engine, an electronic controller, a transmission, an electric motor/regenerating brake, and a battery;

said transmission having torque input from said diesel engine and said electric motor/regenerating brake. A internal combustion engine used in a hybrid powertrain consists of engine compression release device and/or engine exhaust brake,

9. Said diesel engine have auxiliary brake system such as exhaust engine brake, the compression release engine brake in addition to the regenerating brake.

15. A hybrid powertrain for urban and on-highway vehicle comprising a diesel engine, an electronic controller, a transmission, an electric motor/regenerating brake, and a battery;

said transmission having torque input from said diesel engine and said electric motor/regenerating brake.

A internal combustion engine used in a hybrid powertrain consists of;

a. A engine have at least one cylinder with at least one intake and one exhaust valve;

b. A fuel injection system, which is able to deliver fuel in multiple injection events per cycle and in different rate shaping.

c. A motor assisted turbocharger system.

d. An exhaust aftertreatment device with battery powered electric heater.

e. A variable valve timing device which is capable of controlling the valve opening events and timing;

f. Battery powered accessory device such as cooling fun, water pump, engine control module etc.

g. Engine compression release device and/or engine exhaust brake

17. Said diesel engine has its accessories, such as water pump, cooling fan etc is powered by the battery of the hybrid powertrain.

18. Said diesel engine has variable valve timing capability to hold both intake and exhaust valve open to reduce the pumping loss when the hybrid powertrain is at motor only operation mode.

19. Said diesel engine has cylinder cut-out capability to reduce fuel consumption when the hybrid powertrain is at engine only or at engine and motor combined operating mode.

20. Said diesel engine has variable valve timing capability to open the intake valve during blow down stroke or delay the intake valve closing to induce exhaust gas re-circulation internally for NOx emissions reduction.

21. Said diesel engine will have exhaust aftertreatment systems (Lean NOx, NOx absorber, PM Filter) to reduce exhaust emissions. The heater power by the said battery is used to maintain the aftertreatment temperature to achieve optimum conversion efficiency.

22. Said diesel engine will have multiple injection capabilities to control the exhaust species for optimum catalyst conversion efficiency.

23. The said diesel engine will have variable timing capability to control the exhaust temperature to allow the catalyst at its optimum conversion level.

24. The said diesel engine will have variable timing capability to control the braking noise when the engine compression release brake is used.

25. The said diesel engine will have variable timing capability to reduce warm up period for cold whether operations.