Method and apparatus for a two electric motor tandem drive system

• US 20130096746A1
• Filed: 10/18/2011
• Published: 04/18/2013
• Est. Priority Date: 10/18/2011
• Status: Abandoned Application

• Current Assignee: Fuel Motion, Inc.
• Original Assignee: Fuel Motion, Inc.
• Inventors: Lautzenheiser, David P., Hussain, Agha Bakhtiar
• Application Number:
  US13/317,431
• Publication Number:
  US 20130096746A1
• Time in Patent Office: Days
• US Class Current: 701/22
• CPC Class Codes: B60K 6/442 Series-parallel switching type
• CPC Class Codes: B60K 6/46 Series type
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 50/61 by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
• 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 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 20/10 Controlling the power contribution of each of the prime movers to meet required power demand
• CPC Class Codes: B60W 20/12 using control strategies taking into account route information estimation or calculation of non-directly measurable driving parameters B60W40/00
• 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 2050/0075 Automatic parameter input, automatic initialising or calibrating means
• CPC Class Codes: B60W 2556/10 Historical data
• CPC Class Codes: B60W 2556/50 of positioning data, e.g. GPS [Global Positioning System] data
• CPC Class Codes: B60W 2710/244 Charge state
• CPC Class Codes: B60W 30/18127 Regenerative braking
• 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

Abstract

A Conversion kit apparatus for converting a hydrocarbon fuel drive vehicle into a Hybrid Electric Drive Vehicle is disclosed wherein electric motors, a battery and a Vehicle Control Unit (VCU) are used to replace the mechanical components of a standard hydrocarbon fuel drive vehicle, and wherein these replacement units are within the weight and size constraints of the vehicle to be converted. Also disclosed is a two electric tandem motor apparatus for use in a Hybrid electric drive vehicle. Described is the selective use of two electric machines “coupled” to one another for maximum power or uncoupled for steady state and limited acceleration driving. Also described is the dual nature of the generator portion that can be coupled/uncoupled from the engine but also coupled/uncoupled from the drive motor, as well as used to supply power to auxiliary equipment.

Claims

1. A two electric tandem motor apparatus for use in a Hybrid electric Drive Vehicle, the two electric tandem motor apparatus comprising:

a. a first electric motor/generator, coupled to a first power inverter;

b. a first clutch assembly also called a first synchro-lock coupling for use in coupling the first electric motor/generator to a hydrocarbon fuel powered engine as needed, for acceleration, high speed driving, or battery charging;

c. a second electric motor/generator coupled to a differential mechanism for driving one or more wheels of a vehicle, and connected to a second power inverter;

d. a second clutch assembly also called a second synchro-lock coupling for use in coupling the first electric motor/generator to the second electric motor/generator as needed; and

e. electronic connections from a Vehicle Control Unit (VCU) to the first electric motor/generator, the second electric motor/generator, the first synchro-lock coupling and the second synchro-lock coupling wherein signals from the VCU control an exact coupling configuration of the first electric motor/generator, the second electric motor/generator, the first synchro-lock coupling and the second synchro-lock coupling.

2. The two electric tandem motor apparatus of claim 1 wherein the hydrocarbon fuel powered engine is coupled, via the first synchro-lock coupling, to the first electric motor/generator, which is coupled, via the second synchro-lock coupling, to the second electric motor/generator in a coupling configuration that can supply power to the differential for acceleration and high speed driving.

3. The two electric tandem motor apparatus of claim 1 wherein the hydrocarbon fuel powered engine is not coupled to the first electric motor/generator;

and wherein the first electric motor/generator is coupled, via the second synchro-lock coupling, to the second electric motor/generator in a coupling configuration that can operate in a pure electric power supply mode to supply power to the differential.

4. The two electric tandem motor apparatus of claim 3 wherein the first electric motor/generator and the second electric motor/generator obtain their power from a battery system via the first power inverter and the second power inverter.

5. The two electric tandem motor apparatus of claim 4 wherein the first electric motor/generator and the second electric motor/generator obtain their power from a battery system via the first power inverter and the second power inverter, and wherein the hydrocarbon fuel powered engine is turned off by the VCU in order to conserve fuel.

6. The two electric tandem motor apparatus of claim 1 wherein the hydrocarbon fuel powered engine is not coupled to the first electric motor/generator;

and wherein the first electric motor/generator is not coupled to the second electric motor/generator in a coupling configuration where the vehicle can by operated by only the power from the second electric motor/generator as needed for steady state driving.

7. The two electric tandem motor apparatus of claim 1 wherein the apparatus operates in a coupling configuration where the vehicle can be operated by only the power from the second electric motor/generator, the hydrocarbon fuel powered engine is coupled to the first electric motor/generator so that the first electric motor/generator can be operated to generate power for the battery system which in turn also supplies power to the second electric motor/generator.

8. The two electric tandem motor apparatus of claim 5 wherein the first electric motor/generator is coupled to the second electric motor/generator and the engine is not coupled to the first electric motor/generator, this coupling configuration permits the motor/generators to be used when the vehicle is in a braking mode to regenerate electrical power back to the battery system.

9. The two electric tandem motor apparatus of claim 6 wherein the vehicle can by operated by only the power from the second electric motor/generator, with the engine turned off and with the first electric motor/generator used to provide power for auxiliary equipment.

10. A dual integrated generator motor apparatus for use in a Hybrid electric Drive Vehicle comprising:

a. a Vehicle having a hydrocarbon fuel powered engine directly coupled to a drive flange, which is directly connected to one end of a drive shaft and an other end of the drive shaft directly connected to a drive plate, the dual integrated generator motor apparatus positioned on the drive shaft between the drive flange and the drive plate, with the drive shaft passing through a center of the dual integrated generator motor apparatus;

b. a generator motor section having bearings to allow the drive shaft to rotate independently of the generator motor section and to allow a rotor in the generator motor section to rotate independently of the drive shaft;

c. the generator motor section having a first synchro-lock coupling for coupling the generator motor section to the drive plate thereby coupling the generator motor section to the engine;

d. a drive motor section directly coupled to a differential for driving one or more wheels of the vehicle, and having bearings to allow the drive shaft to rotate independently of the drive motor section and to allow a rotor in the drive motor section to rotate independently of the drive shaft;

e. the drive motor section having a second synchro-lock coupling for coupling the drive motor section to the generator motor section; and

f. the dual integrated generator motor apparatus having an internal power electronics section comprising power inverters, and electronic connections from elements of the dual integrated generator motor apparatus to a Vehicle control unit (VCU) and to one or more batteries.

11. The dual integrated generator motor apparatus of claim 10 wherein the generator motor section has an auxiliary equipment drive pulley attached thereto.

12. The dual integrated generator motor apparatus of claim 10 wherein the drive motor section can drive the wheels of the vehicle using only battery power without being coupled to the generator motor section.

13. The dual integrated generator motor apparatus of claim 10 wherein the drive motor section can drive the wheels of the vehicle, while being coupled to the generator motor section by means of the second synchro-lock coupling, without the generator motor section being coupled to the engine, wherein both the drive motor section and the generator motor section are obtaining power from the battery.

14. The dual integrated generator motor apparatus of claim 13 wherein the drive motor section coupled to the generator motor section can supply power to increase a charge in the battery from regenerative braking.

15. The dual integrated generator motor apparatus of claim 10 wherein the drive motor section can drive the wheels of the vehicle, while being coupled to the generator motor section by means of the second synchro-lock coupling, and with the generator motor section being coupled to the engine drive shaft through the first synchro-lock coupling to the drive plate, which drive plate is connected to the drive shaft.

16. The dual integrated generator motor apparatus of claim 10 wherein the drive motor section can drive the wheels of the vehicle without being coupled to the generator motor section and drawing power from the battery, while the generator motor section is coupled to the engine drive shaft through the first synchro-lock coupling connected to the drive plate, which drive plate is connected to the drive shaft.

17. The dual integrated generator motor apparatus of claim 12 wherein the drive motor section drives the wheels of the vehicle using only battery power without being coupled to the generator motor section, and the generator motor section supplies power to charge the battery.

18. The dual integrated generator motor apparatus of claim 12 wherein the generator motor section is coupled to the drive motor section and the engine is not coupled to the generator motor section, this coupling configuration permitting the drive motor section and the generator motor section to be used when the vehicle is in a braking mode to regenerate electrical power back to the battery system.