Hybrid drive for a vehicle, in particular an automobile

• US 4,533,011 A
• Filed: 10/24/1980
• Issued: 08/06/1985
• Est. Priority Date: 10/27/1979
• Status: Expired due to Term

• Current Assignee: Volkswagen AG
• Original Assignee: Volkswagen AG
• Inventors: Heidemeyer, Paulus, Zantopp, Werner
• Primary Examiner(s): Peters, Jr., Joseph F.
• Assistant Examiner(s): MAR, MICHAEL Y
• Application Number:
  US06/200,427
• Time in Patent Office: 1,747 Days
• Field of Search: 180/165, 180/65 R, 180/65 A, 320/62, 290/16, 290/17, 290/50, 74/572
• US Class Current: 180/65.25
• CPC Class Codes: B60K 2006/268 Electric drive motor starts the engine, i.e. used as starter motor
• CPC Class Codes: B60K 6/26 characterised by the motors or the generators
• CPC Class Codes: B60K 6/30 characterised by chargeable mechanical accumulators, e.g. flywheels
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60K 6/547 the transmission being a stepped gearing
• CPC Class Codes: B60L 2250/16 by display
• CPC Class Codes: B60L 2250/26 by pedal actuation
• CPC Class Codes: B60L 2270/145 Structure borne vibrations
• 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 7/18 Controlling the braking effect B60L7/12, B60L7/14, B60L7/16 take precedence
• CPC Class Codes: B60L 7/20 Braking by supplying regenerated power to the prime mover of vehicles comprising engine-driven generators
• 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 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2540/12 Brake pedal position
• CPC Class Codes: B60W 30/192 Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
• CPC Class Codes: F02N 11/04 the motors being associated with current generators
• CPC Class Codes: F02N 5/04 : of inertia type
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• 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: Y10S 903/919 : Stepped shift
• CPC Class Codes: Y10S 903/946 : Characterized by control of driveline clutch

Abstract

A hybrid drive for a vehicle includes an electric engine supplied with energy from an electrical storage device and capable of returning energy back to the storage device. The electric engine is connected with a driving axle of the vehicle by a first disconnecting clutch and to an internal combustion engine arranged in series therewith by a second disconnecting clutch. Operation of these clutches can be independent of each other. In order to save fuel the internal combustion engine is not supplied with a dedicated flywheel, but instead utilizes the rotating masses of the drive between the disconnection points of the two clutches, e.g., the rotating elements of the electric engine, as a flywheel.

Claims

1. In a hybrid drive for a vehicle, for example, an automobile, with an electric engine which can be supplied energy from an electrical energy storage device and is capable of supplying energy back into said energy storage device, said electric engine being in connection with a driving axle of the vehicle by means of a first disconnecting clutch and with an internal combustion engine arranged in series therewith by means of a second disconnecting clutch, wherein depending on the need, at least one of:

neither of the two clutches, only one of the two clutches, and both clutches are engaged, the improvement wherein the internal combustion engine is designed without a flywheel and the flywheel mass required for its operation is an integral component of the rotating masses of the drive between the disconnection points of the two disconnecting clutches.

2. A hybrid drive as claimed in claim 1, characterized in that the flywheel mass, at least in part, is integrated into the rotating portion of the electric engine.

3. A hybrid drive as claimed in claims 1 or 2, characterized in that the required flywheel mass, at least in part, is integrated into the part of at least one disconnecting clutch that is connected with the electric engine.

4. A hybrid drive as claimed in claims 1 or 2, further including a mechanical transmission collaborating with the first disconnecting clutch and arranged between the first disconnecting clutch and the driving axle of the vehicle.

5. A hybrid dirve as claimed in claims 1 or 2, further including an automatic transmission arranged between the first disconnecting clutch and the driving axle of the vehicle.

6. A hybrid drive as claimed in claims 1 or 2, further including an infinitely variable speed transmission arranged between the first disconnecting clutch and the driving axle of the vehicle.

7. A hybrid drive as claimed in claim 1, further including final control elements associated with the engines and a central electronic control system which, on the basis of control and actual-value signals delivered to it, supplies control signals to the disconnecting clutches and the final control elements.

8. A hybrid drive as claimed in claims 1, 2 or 7, further including a common accelerator pedal associated with the internal combustion engine and with the electric engine, said accelerator pedal having a first actuation region (I) in which only one of the two engines is effective as a driving engine as well as a second actuation region (II), adjacent to the first one, in which both engines are effective as driving engines.

9. A hybrid drive as claimed in claim 8, further including an accelerator electrical switching device in connection with the accelerator pedal, the output signals of the accelerator electrical switching device being delivered as control signals to the electronic control system.

10. A hybrid drive as claimed in claim 9 further including a manually actuable load system changeover switch acting on the electronic control system, actuation of said change-over switch interchanging the association of the first actutation region (I) of the accelerator pedal with the internal combustion engine and the electric engine, respectively.

11. A hybrid drive as claimed in claims 1, 2 or 7, further including a brake electrical switching device connected with a brake pedal of a hydraulic brake system of the vehicle, said brake electrical switching device effecting a change of the electric engine to operation as a generator as well as the operation of a main brake cylinder of the hydraulic brake system of the vehicle.

12. A hybrid drive as claimed in claim 11, characterized in that the brake electrical switching device delivers to the electronic control system a control signal which increases as the pressure of the brake pedal increases, which control signal, up to a first value, causes an increasing generator braking of the electric engine and, above said value, additionally causes the engagement of the second disconnecting clutch as a further engine brake.

13. A hybrid drive as claimed in claims 1, 2, or 7, characterized in that the first disconnecting clutch is designed as an electronically controllable starting clutch.

14. A hybrid drive as claimed in claims 1, 2 or 7, characterized in that electro-pneumatic final control elements are provided for engagement and disengagement of the disconnecting clutches as well as for the control of the supply of fuel and ignition signals to the internal combustion engine.

15. A method for operation of a hybrid drive for a vehicle comprised of an electric engine powered by an electrical energy storage device and connected to the vehicle driving axle by a first disconnecting clutch, said electric engine also being connected to an internal combustion engine in series therewith by a second disconnecting clutch, which internal combustion engine is without a flywheel and instead utilizes the rotating masses between the disconnection points of the disconnecting clutches as a flywheel mass, comprising the steps of:

disengaging the second disconnecting clutch, and

running the electric engine up to a predetermined speed via the energy storage device.

16. A method as claimed in claim 15, characterized in that both disconnecting clutches are disengaged, the electric engine alone is initially accelerated to a minimum rotational speed and thereafter, the first disconnecting clutch in connection with the driving axle is engaged.

17. A method as claimed in claims 15 or 16, characterized in that following attainment of a defined traveling speed and/or a particular load, the second disconnecting clutch is engaged so that the internal combustion engine is connected to the flywheel mass of the drive, thereby starting the internal combustion engine.

18. A method as claimed in claim 15, characterized in that the electric engine is accelerated to a minimum rotational speed while both the disconnecting clutches are disengaged, thereafter the second disconnecting clutch is engaged so that the internal combustion engine is connected to the flywheel mass of the drive, thereby starting the internal combustion engine, and following the starting of the internal combustion engine, the first disconnecting clutch is also engaged.

19. A method as claimed in claims 15, 16, or 18, characterized in that the electric engine is operated electromotively when an increased torque load is applied thereto, due to a rise in the road on which the vehicle travels and/or to acceleration of the vehicle, and the electric engine is operated as a generator on road downgrades and/or during deceleration of the vehicle, whereby electrical energy is supplied to an electrical energy storage device.

20. A method as claimed in claims 15, 16 or 18, characterized in that:

when the flywheel mass rotates at a speed above a minimum speed, the second disconnecting clutch is disengaged, at least during the operating states in which the internal combustion engine does not drive the vehicle, the electric engine is electrically disconnected from the electrical energy storage device and the internal combustion engine is turned off without disconnection of the ignition; and

when the speed of the flywheel mass has dropped to the minimum speed, the second disconnecting clutch is engaged again and the internal combustion engine is again turned on.

21. A method as claimed in claims 15, 16, or 18, for a vehicle equipped with an accelerator pedal characterized in that:

when the accelerator pedal is not actuated, at least the second disconnecting clutch is disengaged and the internal combustion engine is turned off without disconnection of the ignition; and

when the accelerator pedal is again actuated, the second disconnecting clutch is again engaged and the internal combustion engine is turned on again.

22. A method as claimed in claim 20, characterized in that:

both disconnecting clutches are disengaged,

upon the dropping of the flywheel mass speed to the minimum speed, the electric engine is automatically connected with the electrical energy storage device and is accelerated, during operation as an engine, to a speed which is above the minimum speed, and

thereafter the electric engine is again disconnected from the electrical energy storage device.

23. A method as claimed in claim 21, characterized in that:

both disconnecting clutches are disengaged,

upon the dropping of the flywheel mass speed to the minimum speed, the electric engine is automatically connected with the electrical energy storage device and is accelerated, during operation as an engine, to a speed which is above the minimum speed, and

thereafter the electric engine is again disconnected from the electrical energy storage device.

24. A method as claimed in claim 20, characterized in that both disconnecting clutches are disengaged, the electric engine is connected with the electrical energy storage device and is operated as an engine at a rotational speed which is somewhat above the minimum speed.

25. A method as claimed in claim 21, characterized in that both disconnecting clutches are disengaged, the electric engine is connected with the electrical energy storage device and is operated as an engine at a rotational speed which is somewhat above the minimum speed.

26. A method as claimed in claim 20, characterized in that the disengagement of the disconnecting clutches as well as the turning-off of the internal combustion engine is blocked above a minimum speed by means of a manually actuable electric switching arrangement.

27. A method as claimed in claim 21, characterized in that the disengagement of the disconnecting clutches as well as the turning-off of the internal combustion engine is blocked above a minimum speed by means of a manually actuable electric switching arrangement.

28. A method as claimed in claims 15, 16 or 18, characterized in that the energy content of the electrical energy storage device is monitored continuously and upon dropping thereof to a minimum value, the internal combustion engine is automatically connected-in and the electric engine is controlled so as to stop its operation as engine.

29. A method as claimed in claim 28, characterized in that electric engine is separated electrically from the electrical energy storage device.

30. A method as claimed in claim 28, characterized in that the electric engine is controlled so as to change from operation as an engine to operation as a generator.

31. A method as claimed in claims 15, 16, or 18, characterized in that a fuel reserve of the internal combustion engine is monitored continuously and, upon dropping thereof to a minimum value, the electric engine is automatically operated as an electric motor and the internal combustion engine is turned off by disengagement of the second disconnecting clutch.

32. A method as claimed in claim 18, characterized in that the electric engine, following the start of the internal combustion engine, is separated electrically from the electrical energy storage device.

33. A method as claimed in claim 20, characterized in that, at least during the turning-off process to reduce its speed to zero, the ignition of the internal combustion engine is not disconnected.