Hybrid electric vehicle

• US 20140358340A1
• Filed: 05/28/2013
• Published: 12/04/2014
• Est. Priority Date: 05/28/2013
• Status: Abandoned Application

• Current Assignee: Vladimir Radev
• Original Assignee: Vladimir Radev
• Inventors: Radev, Vladimir
• Application Number:
  US13/986,705
• Publication Number:
  US 20140358340A1
• Time in Patent Office: Days
• US Class Current: 701/22
• CPC Class Codes: B60K 2006/541 without reverse ratio using instead electric reversing
• CPC Class Codes: B60K 6/442 Series-parallel switching type
• 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 20/20 Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2540/12 Brake pedal position
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y10S 903/93 Conjoint control of different elements

Abstract

In a first forward drive mode, at speeds of the vehicle lower than a predetermined speed, an electric traction motor (17) drives the wheels (12, 13) of the vehicle, while an internal-combustion engine (27) drives an electric generator (34) or rests. The generator charges an electric battery (38), or powers the traction motor, or both. In a second forward drive mode, at speeds of the vehicle higher than the predetermined speed, the engine drives the electric generator and the wheels of the vehicle, while the traction motor is not energized. In a third forward drive mode, at speeds of the vehicle higher than the predetermined speed, the traction motor, powered by the electric battery, together with the engine drive the wheels of the vehicle. In a reverse drive mode the traction motor alone drives the wheels of the vehicle. A clutch (32) selectively interrupts the power transmission between the engine and the wheels of the vehicle. The traction motor selectively operates as an electric braking generator, during speed retardation and braking of the vehicle, and charges the electric battery. A central electronic controller (46) controls and coordinates the operation of the clutch, traction motor, and engine for achieving high fuel efficiency at both city and highway operational conditions.

Claims

1. A vehicle comprising:

a first axle including two driving wheels and a second axle including two free-rolling wheels, wherein said two wheels of at least one of said two axles are also steerable for steering the vehicle;

an electric traction motor for selectively driving said two driving wheels of said first axle when said electric traction motor is energized, wherein the direction of rotation of the electric traction motor is reversible;

a first mechanical drive train connecting the electric traction motor with the driving wheels of the first axle for transmitting mechanical energy between the traction motor and the driving wheels of the first axle;

an electric power source for supplying the electric traction motor with electric energy, said electric power source including an electric battery for storing electric energy and selectively supplying the electric traction motor with electric energy and an electric generator for charging said electric battery and selectively supplying the electric traction motor with electric energy;

an internal-combustion engine for selectively driving said electric generator or the driving wheels of the first axle and the electric generator;

a second mechanical drive train connecting said internal-combustion engine with the driving wheels of the first axle for transmitting mechanical energy between the internal-combustion engine and the driving wheels of the first axle, said second mechanical drive train including a part of said first mechanical drive train;

a clutch included in the second mechanical drive train for selectively interrupting the transmission of mechanical energy between the internal-combustion engine and the driving wheels of the first axle;

a third mechanical drive train connecting the internal-combustion engine with the electric generator for transmitting mechanical energy between the internal-combustion engine and the electric generator, said third mechanical drive train including a part of the second mechanical drive train; and

a central electronic controller arranged and programmed to control and coordinate the operation of the electric traction motor, internal-combustion engine, electric generator, and said clutch, for operating the vehicle and charging the electric battery.

2. A vehicle according to claim 1, wherein said central electronic controller is arranged and programmed to operate the vehicle in the following drive modes:

a first forward drive mode, wherein at speeds of the vehicle lower than a first predetermined speed said clutch is disengaged, said electric traction motor alone drives the vehicle, and said internal-combustion engine drives said electric generator or rests;

a second forward drive mode, wherein at speeds of the vehicle higher than said first predetermined speed the clutch is engaged, the internal-combustion engine alone drives the vehicle while also driving the electric generator, and the electric traction motor is disconnected from said electric power source;

a third forward drive mode, wherein at speeds of the vehicle higher than the first predetermined speed the clutch is engaged and both the internal-combustion engine and the electric traction motor together drive the vehicle; and

a reverse drive mode, wherein the clutch is disengaged, said direction of rotation of the electric traction motor is reversed, the traction motor alone drives the vehicle backward, and the internal-combustion engine drives the electric generator or rests.

3. A vehicle according to claim 1, wherein said electric generator is further arranged to selectively operate as an electric motor powered by said electric battery for starting said internal-combustion engine.

4. A vehicle according to claim 1, and further comprising:

a clutch actuator for engaging or disengaging said clutch, wherein said clutch actuator is electrically controllable;

an electric generator controller for automatically controlling the operation of said electric generator and further arranged for selectively operating the electric generator as an electric motor, wherein the operation of the electric generator as an electric motor is electrically controllable;

an internal-combustion engine controller for operating said internal-combustion engine, wherein said internal-combustion engine controller is electrically controllable;

an electric traction motor controller for operating said electric traction motor, wherein said electric traction motor controller is electrically controllable;

an electric battery charger electrically connecting the electric generator controller, electric battery, and electric traction motor controller to each other respectively, and arranged for selectively disconnecting the electric generator controller, electric battery, and electric traction motor controller from each other respectively, wherein said electric battery charger is electrically controllable;

a directional mode control switch controllable by the operator of the vehicle for pre-selecting a forward drive mode, preparing the electric traction motor for driving the vehicle forward, or a reverse drive mode, preparing the electric traction motor for driving the vehicle backward, or a neutral drive mode disconnecting the electric traction motor from said electric power source; and

an accelerator pedal controllable by the operator of the vehicle for providing continuously variable control of the tractive force of the vehicle by varying the depression of said accelerator pedal.

5. A vehicle according to claim 4, wherein said clutch actuator is further arranged to engage said clutch when the vehicle is parked.

6. A vehicle according to claim 4, wherein said electric battery charger is further arranged for selectively charging said electric battery from an external source of electric energy when the vehicle is parked and the electric battery charger is electrically connected to said external source of electric energy.

7. A vehicle according to claim 4, wherein said central electronic controller is arranged to continuously monitor the position of said directional mode control switch, the depression of said accelerator pedal, the speed and acceleration of the vehicle, the rotational output speed of said internal-combustion engine, the state of charge of said electric battery, and the magnitude of the electric current drawn from the electric battery, and wherein the central electronic controller is also arranged to control the operation of said clutch, electric generator, electric traction motor, internal-combustion engine, and the charging of said electric battery, via said clutch actuator, electric generator controller, electric traction motor controller, internal-combustion engine controller, and electric battery charger respectively, and wherein the central electronic controller is programmed:

(a) to disengage said clutch and to keep the clutch disengaged when the vehicle is not moving, when the vehicle is moving forward with speeds lower than said first predetermined speed, and when the vehicle is moving backward;

(b) to start said internal-combustion engine, if the internal-combustion engine is not already running, and to operate the internal-combustion engine at a predetermined substantially constant rotational speed within the optimum fuel-efficiency speed range of the internal-combustion engine when the vehicle is not moving, when the vehicle is moving forward with speeds lover than said first predetermined speed, and when the vehicle is moving backward only if any of the following conditions are detected;

(i) the charge of said electric battery is lower than a predetermined low level, (ii) the electric current drawn from the electric battery is stronger than a predetermined electric current, and (iii) the speed of the vehicle is between the first predetermined speed and a slightly lower second predetermined speed;

(c) to stop the operation of the internal-combustion engine, if the internal-combustion engine is already running, when the vehicle is not moving, when the vehicle is moving forward with speeds lower than said second predetermined speed, and when the vehicle is moving backward, if the charge of the electric battery is higher than said predetermined low level and the electric current drawn from the electric battery is weaker than said predetermined electric current;

(d) to operate said electric traction motor at continuously variable torque-speed output in response to the depression of said accelerator pedal when the vehicle is moving forward at speeds lower than the first predetermined speed and when the vehicle is moving backward;

(e) to engage the clutch and to keep the clutch engaged when the vehicle is moving forward with speeds higher than the first predetermined speed;

(f) to operate the internal-combustion engine at continuously variable torque-speed output in response to the depression of the accelerator pedal when the vehicle is moving forward with speeds higher than the first predetermined speed;

(g) to disconnect the electric traction motor from the electric power source regardless of the depression of the accelerator pedal when the vehicle is moving forward with speeds higher than the first predetermined speed and the internal-combustion engine alone is capable of sustaining the vehicle speed or of accelerating the vehicle to a higher speed in response to the depression of the accelerator pedal;

(h) to disconnect the electric generator from the electric battery and from the electric traction motor, to connect the electric traction motor to the electric battery, and to operate the electric traction motor at continuously variable torque-speed output in response to the depression of the accelerator pedal when the vehicle is moving forward at speeds higher than the first predetermined speed, the internal-combustion engine alone is not capable of sustaining the vehicle speed or of accelerating the vehicle to a higher speed in response to the depression of the accelerator pedal, and the charge of the electric battery is higher than the predetermined low level; and

(i) to disconnect the electric battery from the electric generator when the internal-combustion engine operates and the charge of the electric battery is higher than said predetermined high level.

8. A vehicle according to claim 7, wherein said first predetermined speed of the vehicle is the speed with which the vehicle moves when said clutch is engaged and said internal-combustion engine, operating at said predetermined substantially constant rotational speed within its optimum fuel-efficiency speed range, drives the driving wheels of said first axle.

9. A vehicle according to claim 7, wherein said electric generator is further arranged to selectively operate as an additional electric traction motor powered by said electric battery, and said central electronic controller is further programmed to operate the electric generator as an additional electric traction motor via said electric generator controller when the vehicle moves forward with a speeds higher than said first predetermined speed and said accelerator pedal is fully depressed.

10. A vehicle according to claim 7, wherein said electric traction motor is further arranged to selectively operate as an electric braking generator powered by the kinetic energy of the vehicle, and said traction motor controller is further arranged to selectively operate the traction motor as an electric braking generator for converting part of the kinetic energy of the vehicle into electric energy charging said electric battery during vehicle speed retardation or during braking of the vehicle, wherein the operation of the electric traction motor as an electric braking generator is electrically controllable, and wherein the vehicle further comprising:

wheel brakes for braking the rotation of said wheels of said axles;

an electrically controllable wheel brakes actuator for selectively applying said wheel brakes;

a brake pedal controllable by the operator of the vehicle for providing continuously variable control of the braking force of the vehicle by varying the depression of said brake pedal; and

a steering wheel controllable by the operator of the vehicle for varying the steering angle of said steerable wheels.

11. A vehicle according to claim 10 wherein said central electronic controller is further arranged to continuously monitor the depression of said brake pedal, the steering angle of said steering wheel, and the rotational speeds of said wheels of said axles, and to control the operation of said electric traction motor as an electric braking generator and the operation of said wheel brakes actuator, and wherein the central electronics controller is further programmed:

(a) to operate the electric traction motor as an electric braking generator for maintaining the speed of the vehicle substantially constant and charging the electric battery when the vehicle is moving forward at a speed lower than said first predetermined speed, said accelerator pedal is not depressed, and an acceleration of the vehicle is detected;

(b) to disengage the clutch, to operate said internal-combustion engine at said substantially constant speed within its optimum fuel-efficiency speed range, and to operate the electric traction motor as an electric braking generator for maintaining the speed of the vehicle substantially constant and charging the electric battery when the vehicle is moving forward at a speed higher than the first predetermined speed, the accelerator pedal is not depressed, and an acceleration of the vehicle is detected;

(c) When the vehicle is moving forward with a speed lower than the first predetermined speed and said brake pedal is depressed;

(i) to operate the electric traction motor as an electric braking generator when in response to the depression of the brake pedal the electric traction motor alone while charging the electric battery provides a continuously variable braking force capable of sustaining the vehicle speed during speed retardation or of decelerating the vehicle to a lower desirable speed during braking;

(ii) to operate the electric traction motor as an electric braking generator and, when in response to the depression of the brake pedal the electric traction motor alone does not provide a continuously variable braking force capable of sustaining the vehicle speed during speed retardation or of decelerating the vehicle to a lower desirable speed during braking, to apply said wheel brakes, and then to control the continuously variable braking force of the traction motor and wheel brakes in response to the depression of the brake pedal;

(iii) to discontinue the operation of the electric traction motor as an electric braking generator regardless of the depression of the brake pedal and to brake the vehicle only via the wheel brakes in response to the depression of the brake pedal when a pending lockup of any of said driving wheels is detected; and

(iv) to brake the vehicle only via the wheel brakes in response to the depression of the brake pedal when the electric battery is fully charged;

(d) When the vehicle is moving forward with a speed higher than the first predetermined speed and the brake pedal is depressed to disengage the clutch, to operate the internal-combustion engine at the predetermined substantially constant speed within its optimum fuel-efficiency speed range, and;

(i) to operate the electric traction motor as an electric braking generator when in response to the depression of the brake pedal the electric traction motor alone while charging the electric battery provides a braking force capable of sustaining the vehicle speed during speed retardation or of decelerating the vehicle to a lower desirable speed during braking;

(ii) to operate the electric traction motor as an electric braking generator and, when in response to the depression of the brake pedal the electric traction motor alone does not provide a continuously variable braking force capable of sustaining the vehicle speed during speed retardation or of decelerating the vehicle to a lower desirable speed during braking, to apply the wheel brakes, and then to control the continuously variable braking force of the traction motor and wheel brakes in response to the depression of the brake pedal;

(iii) to discontinue the operation of the electric traction motor as an electric braking generator regardless of the depression of the brake pedal and to brake the vehicle only via the wheel brakes in response to the depression of the brake pedal when a pending lockup of any of said driving wheels is detected; and

(iv) to brake the vehicle only via the wheel brakes when the electric battery is fully charged; and

(e) when the vehicle is not moving or is moving backward, to apply the wheel brakes in response to the depression of the brake pedal.

12. A vehicle according to claim 11, and further comprising a cruise control system for automatically maintaining a substantially constant cruising speed of the vehicle, wherein said central electronic controller is further programmed, when said cruise control system is turned on and said cruising speed of the vehicle is set up by the operator of the vehicle, to automatically operate said internal-combustion engine and said electric traction motor respectively for maintaining the substantially constant cruising speed of the vehicle if said accelerator pedal and said brake pedal are not depressed by the operator of the vehicle, and to return to the control of the tractive force via the accelerator pedal when the accelerator pedal is depressed by the operator of the vehicle, and to return to the control of the braking force via the brake pedal when the brake pedal is depressed by the operator of the vehicle.

13. A method for operating a vehicle comprising a first axle including two driving wheels and a second axle including two free-rolling wheels, wherein said wheels of at least one of said two axles are also steerable for steering the vehicle, said method for operating the vehicle comprising the steps of:

driving the vehicle forward from standstill to a first predetermined speed of the vehicle via an electric traction motor in a forward/low-speed drive mode;

driving the vehicle forward at speeds of the vehicle higher than said first predetermined speed under normal load via an internal-combustion engine in a forward/high-speed/normal-load drive mode;

driving the vehicle forward at speeds of the vehicle higher than the first predetermined speed under heavy load via both said internal-combustion engine and said electric traction motor in a forward/high-speed/heavy-load drive mode when the internal-combustion engine alone is not capable to sustain the vehicle speed or to accelerate the vehicle to a higher desirable speed; and

driving the vehicle backward in a reverse drive mode via the electric traction motor, wherein the direction of rotation of the electric traction motor is reversed.

14. A method for operating a vehicle according to claim 13, and further comprising the steps of:

transmitting mechanical energy between said electric traction motor and said driving wheels of said first axle via a first mechanical drive train;

transmitting mechanical energy between said internal-combustion engine and the driving wheels of the first axle via a second mechanical drive train including a part of said first mechanical drive train;

selectively interrupting the transmission of mechanical energy between the internal-combustion engine and the driving wheels of the first axle via a clutch included in said second mechanical drive train;

supplying the electric traction motor with electric energy from an electric power source including an electric battery for storing electric energy and selectively supplying the electric traction motor with electric energy, and an electric generator for charging said electric battery and selectively supplying the electric traction motor with electric energy, wherein the internal-combustion engine drives said electric generator; and

transmitting mechanical energy between the internal-combustion engine and said electric generator via a third mechanical drive train including a part of said second mechanical drive train.

15. A method for operating a vehicle according to claim 13, and further comprising the step of selectively operating said electric generator as an electric motor powered by said electric battery for starting said internal-combustion engine, wherein the operation of the electric generator as an electric motor is electrically controllable.

16. A method for operating a vehicle according to claim 13, and further comprising the step of controlling and coordinating the operation of said clutch, said electric traction motor, said internal-combustion engine, and said electric generator via a central electronic controller for driving the vehicle in said different drive modes and charging said electric battery, wherein said central electronic controller is arranged and programmed:

(a) to disengage the clutch and to keep the clutch disengaged when the vehicle is not moving, when the vehicle is moving forward with speeds lower than said first predetermined speed, and when the vehicle is moving backward;

(b) to start the internal-combustion engine, if the internal-combustion engine is not already running, and to operate the internal-combustion engine at a predetermined substantially constant rotational speed within the optimum fuel-efficiency speed range of the internal-combustion engine when the vehicle is not moving, when the vehicle is moving forward with speeds lover than said first predetermined speed, and when the vehicle is moving backward only if any of the following conditions are detected;

(i) the charge of said electric battery is lower than a predetermined low level, (ii) the electric current drawn from the electric battery is stronger than a predetermined electric current, and (iii) the speed of the vehicle is between the first predetermined speed and a slightly lower second predetermined speed;

(c) to stop the operation of the internal-combustion engine, if the internal-combustion engine is already running, when the vehicle is not moving, when the vehicle is moving forward with speeds lower than said second predetermined speed, and when the vehicle is moving backward, if the charge of the electric battery is higher than said predetermined low level and the electric current drawn from the electric battery is weaker than said predetermined electric current;

(d) to operate the electric traction motor at continuously variable torque-speed output in response to the depression of an accelerator pedal controllable by the operator of the vehicle when the vehicle is moving forward at speeds lower than the first predetermined speed and when the vehicle is moving backward;

(e) to engage the clutch and to keep the clutch engaged when the vehicle is moving forward with speeds higher than the first predetermined speed;

(f) to operate the internal-combustion engine at continuously variable torque-speed output in response to the depression of said accelerator pedal when the vehicle is moving forward with speeds higher than the first predetermined speed;

(g) to disconnect the electric traction motor from the electric power source regardless of the depression of the accelerator pedal when the vehicle is moving forward with speeds higher than the first predetermined speed and the internal-combustion engine alone is capable of sustaining the vehicle speed or of accelerating the vehicle to a higher speed in response to the depression of the accelerator pedal;

(h) to disconnect the electric generator from the electric battery and from the electric traction motor, to connect the electric traction motor to the electric battery, and to operate the electric traction motor at continuously variable torque-speed output in response to the depression of the accelerator pedal when the vehicle is moving forward at speeds higher than the first predetermined speed, the internal-combustion engine alone is not capable of sustaining the vehicle speed or of accelerating the vehicle to a higher speed in response to the depression of the accelerator pedal, and the charge of the electric battery is higher than the predetermined low level; and

(i) to disconnect the electric battery from the electric generator when the internal-combustion engine operates and the charge of the electric battery is higher than a predetermined high level.

17. A method for operating a vehicle according to claim 13, and further comprising the steps of:

selectively operating said electric generator as an additional electric traction motor powered by said electric battery for driving said driving wheels of said first axle, via said third and second drive trains, when the vehicle is moving whit speeds higher than the first predetermined speed and said accelerator pedal is fully depressed, and controlling the operation of the electric generator as an additional electric traction motor via said central electronic controller, wherein the central electronic controller is further programmed to automatically terminate the operation of electric generator as an additional electric traction motor if it is necessary for protecting the electric battery from overheating.

18. A method for operating a vehicle according to claim 13, and further comprising the steps of:

selectively operating said electric traction motor as an electric braking generator driven by the kinetic energy of the vehicle during speed retardation or braking of the vehicle for charging said electric battery, and

controlling said selective operation of the electric traction motor as an electric braking generator via said central electronic controller.

19. A method for operating a vehicle according to claim 16, wherein said first predetermined speed of the vehicle is the speed, which the vehicle would have if said clutch is engaged and said internal-combustion engine operating at said predetermined substantially constant rotational speed within the optimum fuel-efficiency speed range of the internal-combustion engine drives the driving wheels of said first axle.

20. A method for operating a vehicle according to claim 18, and further comprising the steps of:

Controlling the continuously variable braking force of the vehicle by the depression of a brake pedal controllable by the operator of the vehicle, wherein said central electronic controllers is further arranged to continuously monitor the depression of said brake pedal, the steering angle of a steering wheel, and the rotational speeds of said wheels of said axles, and to control the operation of said electric traction motor as an electric braking generator and the operation of said vehicle wheel brakes, and wherein the central electronics controller is further programmed;

(a) to operate the electric traction motor as an electric braking generator for maintaining the speed of the vehicle substantially constant and charging the electric battery when the vehicle is moving forward at a speed lower than said first predetermined speed, said accelerator pedal is not depressed, and an acceleration of the vehicle is detected;

(b) to disengage the clutch, to operate said internal-combustion engine at said substantially constant speed within its optimum fuel-efficiency speed range, and to operate the traction motor as an electric braking generator for maintaining the speed of the vehicle substantially constant and charging the electric battery when the vehicle is moving forward at a speed higher than the first predetermined speed, the accelerator pedal is not depressed, and an acceleration of the vehicle is detected;

(c) When the vehicle is moving forward with a speed lower than the first predetermined speed and said brake pedal is depressed;

(i) to operate the electric traction motor as an electric braking generator when in response to the depression of the brake pedal the electric traction motor alone while charging the electric battery provides a continuously variable braking force capable of sustaining the vehicle speed during speed retardation or of decelerating the vehicle to a lower desirable speed during braking;

(ii) to operate the electric traction motor as an electric braking generator and, when in response to the depression of the brake pedal the electric traction motor alone does not provide a continuously variable braking force capable of sustaining the vehicle speed during speed retardation or of decelerating the vehicle to a lower desirable speed during braking, to gradually apply said wheel brakes, and then to control the continuously variable braking force of the wheel brakes in response to the depression of the brake pedal;

(iii) to discontinue the operation of the electric traction motor as an electric braking generator regardless of the depression of the brake pedal and to brake the vehicle only via the wheel brakes in response to the depression of the brake pedal when a pending lockup of any of said driving wheels is detected; and

(iv) to brake the vehicle only via the wheel brakes in response to the depression of the brake pedal when the electric battery is fully charged;

(d) When the vehicle is moving forward with a speed higher than the first predetermined speed and the brake pedal is depressed to disengage the clutch, to operate the internal-combustion engine at the predetermined substantially constant speed within its optimum fuel efficiency speed range, and;

(i) to operate the electric traction motor as an electric braking generator when in response to the depression of the brake pedal the electric traction motor alone while charging the electric battery provides a braking force capable of sustaining the vehicle speed during speed retardation or of decelerating the vehicle to a lower desirable speed during braking;

(ii) to operate the electric traction motor as an electric braking generator and, when in response to the depression of the brake pedal the electric traction motor alone does not provide a continuously variable braking force capable of sustaining the vehicle speed during speed retardation or of decelerating the vehicle to a lower desirable speed during braking, to gradually apply the wheel brakes, and then to control the continuously variable braking force of the wheel brakes in response to the depression of the brake pedal;

(iii) to discontinue the operation of the electric traction motor as an electric braking generator regardless of the depression of the brake pedal and to brake the vehicle only via the wheel brakes in response to the depression of the brake pedal when a pending lockup of any of the driving wheels is detected; and

(iv) to brake the vehicle only via the wheel brakes when the electric battery is fully charged; and

(e) when the vehicle is not moving or is moving backward to apply the wheel brakes in response to the depression of the brake pedal.