Hybrid propulsion system for road vehicles

• US 6,170,587 B1
• Filed: 10/15/1999
• Issued: 01/09/2001
• Est. Priority Date: 04/18/1997
• Status: Expired due to Term

• Current Assignee: Transport Energy Systems Pty., Ltd.
• Original Assignee: Transport Energy Systems Pty., Ltd.
• Inventors: Bullock, Keith Joseph
• Primary Examiner(s): Johnson, Brian L.
• Assistant Examiner(s): FISCHMANN, BRYAN R
• Application Number:
  US09/403,264
• Time in Patent Office: 452 Days
• Field of Search: 180/65.2, 180/65.3, 180/65.4, 180/65.6, 180/65.8, 180/165, 180/305, 180/69.6, 477/2, 477/203, 318/45
• US Class Current: 180/69.6
• CPC Class Codes: B60K 1/02 comprising more than one electric motor
• CPC Class Codes: B60K 6/105 the accumulator being a flywheel
• CPC Class Codes: B60K 6/12 by means of a chargeable fluidic accumulator
• CPC Class Codes: B60K 6/365 with the gears having orbital motion
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60L 2270/44 Heat storages, e.g. for cabin heating
• 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 20/13 in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
• CPC Class Codes: B60W 20/30 Control strategies involving selection of transmission gear ratio control of change speed gearings, together with other vehicle sub-units B60W10/10; HEV transmission gearing B60K6/36; gearings and control thereof F16H
• CPC Class Codes: B60W 30/18127 Regenerative braking
• CPC Class Codes: F16H 47/04 the mechanical gearing being of the type with members having orbital motion
• CPC Class Codes: F16H 61/4096 with pressure accumulators
• CPC Class Codes: F16H 61/4148 Open loop circuits
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y10S 903/91 Orbital, e.g. planetary gears
• CPC Class Codes: Y10S 903/96 having chargeable mechanical accumulator

Abstract

A hybrid propulsion system (100) for use in road vehicle operations, which propulsion system includes a power splitting mechanical transmission (108), suitably a three shaft epicyclic gearbox (117, 118, 119), for coupling to a tailshaft (115) of the vehicle; a first drive unit (105) arranged for regenerative operation and coupled to the power splitting mechanical transmission (108); a second drive unit (110) arranged for regenerative operation and coupled, independently of said first drive unit, to the power splitting mechanical transmission (108); a non-regenerative third drive unit (113) for coupling, in parallel to said power splitting mechanical transmission, to the tailshaft; and a propulsion control system (122) for coordinating operation of the drive units in accordance with a plurality of predetermined modes corresponding to a drive cycle of the vehicle. Two forms of the invention are disclosed, being suited to non-transit and transit operations, respectively. Methods for the optimal control of the hybrid propulsion system of each form of the invention are also disclosed.

Claims

1. A hybrid propulsion system for use in vehicle operations, said propulsion system comprising:

(a) a power splitting mechanical transmission for coupling to a final drive of the vehicle;

(b) a first drive unit arranged for regenerative operation and coupled to the power splitting mechanical transmission;

(c) a second drive unit arranged for regenerative operation and coupled, independently of said first drive unit, to the power splitting mechanical transmission;

(d) a non-regenerative third drive unit arranged in parallel to said power splitting mechanical transmission, for coupling to the final drive; and

(e) propulsion control means for coordinating operation of the drive units in accordance with a plurality of predetermined modes corresponding to a driving cycle of said vehicle;

wherein each of the first, second and third drive units includes a different type of energy storage means.

2. A hybrid propulsion system as claimed in claim 1 wherein the power splitting mechanical transmission includes an epicyclic gearbox having a ring gear on a first shaft, a sun gear on a second shaft and a planetary gear carrier assembly on a third shaft.

3. A hybrid propulsion system as claimed in claim 1 wherein the propulsion control means includes a microcontroller interfaced to a series of status transducers and a series of control means, which status transducers and control means are associated with respective components of the propulsion system.

4. A hybrid propulsion system as claimed in claim 3 wherein the microcontroller includes memory means for storing therein signals received from the status transducers associated with each drive unit, which status signals are indicative of the operational state of respective drive units, which memory means also stores data indicative of corresponding command signals applied to the control means for the drive units;

whereby the stored status signal data and the stored command signal data are utilized either for deterministic or adaptive control of the hybrid propulsion system.

20. A hybrid propulsion system as claimed in any one of claims 2, 5, or 8 wherein at least one shaft of the epicyclic gearbox is coupled to a brake means.

5. A hybrid propulsion system for use in vehicle operations, said propulsion system comprising:

(a) a power splitting mechanical transmission for coupling to a tailshaft of the vehicle, wherein the power splitting mechanical transmission includes an epicyclic gearbox;

(b) a first drive unit arranged for regenerative operation and coupled to the power splitting mechanical transmission;

(c) a second drive unit arranged for regenerative operation and coupled, independently of said first drive unit, to the power splitting mechanical transmission;

(d) a non-regenerative third drive unit coupled, in parallel to said power splitting mechanical transmission, to the tailshaft; and

(e) propulsion control means for coordinating operation of the drive units in accordance with a plurality of predetermined modes corresponding to a driving cycle of said vehicle;

wherein each of the first, second and third drive units includes a different type of energy storage means and said propulsion system further including;

(A) a ring gear of the epicyclic gearbox arranged for coupling to the tailshaft;

(B) the first drive unit being coupled to a sun gear of the epicyclic gearbox;

(C) the second drive unit being coupled to a planetary gear carrier assembly of the epicyclic gearbox; and

(D) the third drive unit being coupled to the tailshaft via a speed changing transmission;

whereby the epicyclic gearbox delivers torque to the tailshaft for propelling the vehicle or receives torque from the tailshaft for retarding the vehicle.

6. A hybrid propulsion system as claimed in claim 5 wherein:

the first drive unit includes an electrical energy storage means and an associated electrical energy conversion means;

the second drive unit includes a fluid pressure storage means and an associated fluid pressure energy conversion means; and

the third drive unit includes a chemical energy storage means and an associated combustion engine.

7. A hybrid propulsion system as claimed in claim 6 wherein the predetermined modes coordinated by the propulsion control means include:

(i) an acceleration mode, wherein the fluid pressure energy conversion means or the electrical energy conversion means supplies power to the tailshaft, supplemented by power from the combustion engine as required;

(ii) a cruise mode, wherein the electrical energy conversion means supplies power to the tailshaft, supplemented by power from the combustion engine as required;

(iii) a deceleration mode, wherein each of the fluid pressure energy conversion means and the electrical energy conversion means are operated regeneratively to recover power from the tailshaft and supply, respectively, the fluid pressure storage means and the electrical energy storage means; and

(iv) a stationary mode, wherein a selected drive unit supplies power for replenishing the fluid pressure storage means as required.

10. A hybrid propulsion system as claimed in claim 7 further including a fourth drive unit coupled to the planetary gear carrier assembly, which fourth drive unit includes a second fluid pressure energy conversion means associated with the fluid pressure storage means.

13. A hybrid propulsion system as claimed in claim 10 wherein:

the first drive unit includes an electrical energy storage means and an associated electrical energy conversion means;

the second drive unit includes a mechanical energy storage means;

the third drive unit includes a chemical energy storage means and an associated combustion engine;

a fourth drive unit coupled to the planetary gear carrier assembly; and

the fourth drive unit includes a second electrical energy conversion means associated with the electrical energy storage means.

15. A hybrid propulsion system as claimed in either claim 6 or claim 9 wherein the fluid pressure storage means includes at least one hydrostatic accumulator and the fluid pressure energy conversion means includes at least one hydrostatic pump/motor and an auxiliary hydrostatic machine coupled to the combustion engine.

17. A hybrid propulsion system as claimed in claim 13 wherein the electrical storage means includes a battery pack and/or super capacitor, whilst the second electrical energy conversion means includes a rotary electric machine and a solid state power converter.

21. A hybrid propulsion system as claimed in either claim 5 or claim 8 wherein the speed changing transmission includes a clutch and a hydrodynamic torque converter.

22. A hybrid propulsion system as claimed in claim 5 wherein the speed changing transmission includes an automatic transmission, with a lock-up hydrodynamic torque converter.

8. A hybrid propulsion system for use in vehicle operations, said propulsion system comprising:

(a) a power splitting mechanical transmission for coupling to a tailshaft of the vehicle, wherein the power splitting mechanical transmission includes an epicyclic gearbox;

(b) a first drive unit arranged for regenerative operation and coupled to the power splitting mechanical transmission;

(c) a second drive unit arranged for regenerative operation and coupled, independently of said first drive unit, to the power splitting mechanical transmission;

(d) a non-regenerative third drive unit coupled, in parallel to said power splitting mechanical transmission, to the tailshaft; and

(e) propulsion control means for coordinating operation of the drive units in accordance with a plurality of predetermined modes corresponding to a driving cycle of said vehicle;

wherein each of the first, second and third drive units includes a different type of energy storage means and said propulsion system further includes;

(A) a planetary gear carrier assembly of the epicyclic gearbox being arranged for coupling to the tailshaft;

(B) the first drive unit being coupled to a ring gear of the epicyclic gearbox;

(C) the second drive unit being coupled to a sun gear of the epicyclic gearbox; and

(D) the third drive unit being coupled to the tailshaft via a speed changing transmission;

whereby the epicyclic gearbox delivers torque to the tailshaft for propelling the vehicle or receives torque from the tailshaft for retarding the vehicle.

9. A hybrid propulsion system as claimed in claim 8 wherein:

the first drive unit includes a fluid pressure storage means and an associated fluid pressure energy conversion means;

the second drive unit includes a mechanical energy storage means; and

the third drive unit includes a chemical energy storage means and an associated combustion engine.

11. A hybrid propulsion system as claimed in claim 9 wherein the predetermined modes coordinated by the propulsion control means include:

(i) an acceleration mode, wherein the mechanical energy storage means supplies power to the tailshaft, controlled by power either supplied to or sourced from the fluid pressure energy conversion means and supplemented by power from the combustion engine as required;

(ii) a cruise mode, wherein the combustion engine supplies power to the tailshaft, supplemented by power from the mechanical energy storage means controlled by the fluid pressure energy conversion means as required;

(iii) deceleration mode, wherein fluid pressure energy conversion means is operated to control regeneration of power from the tailshaft to supply either the mechanical energy storage means or the fluid pressure storage means; and

(iv) a stationary mode, wherein a selected drive unit supplies power for replenishing the mechanical energy storage means or the fluid pressure storage means as required.

12. A hybrid propulsion system as claimed in claim 8 wherein:

the first drive unit includes an electrical energy storage means and an associated electrical energy conversion means;

the second drive unit includes a mechanical energy storage means; and

the third drive unit includes a chemical energy storage means and an associated combustion engine.

14. A hybrid propulsion system as claimed in claim 12 wherein the predetermined modes coordinated by the propulsion control means include:

(i) an acceleration mode, wherein the mechanical energy storage means supplies power to the tailshaft, controlled by power either supplied to or sourced from the electrical energy conversion means and supplemented by power from the combustion engine as required;

(ii) a cruise mode, wherein the combustion engine supplies power to the tailshaft, supplemented by power from the mechanical energy storage means controlled by the electrical energy conversion means as required;

(iii) a deceleration mode, wherein electrical energy conversion means is operated to control regeneration of power from the tailshaft to supply either the mechanical energy storage means or the electrical energy storage means; and

(iv) a stationary mode, wherein a selected drive unit supplies power for replenishing the mechanical energy storage means or the electrical energy storage means as required.

16. A hybrid propulsion system as claimed in either claim 6 or claim 12 wherein the electrical energy storage means includes a battery pack, whilst the electrical energy conversion means includes a rotary electric machine and an auxiliary rotary electric machine coupled to the combustion engine.

18. A hybrid propulsion system as claimed in claim 9 wherein the mechanical energy storage means includes a kinetic energy storage means including at least one flywheel.

19. A hybrid propulsion system as claimed in any one of claims 6, 9, or 12 wherein the chemical energy storage means includes at least one fluid fuel storage tank for storing liquid or gaseous fuel, and the combustion engine is a either a spark ignition or a compression ignition internal combustion engine.

23. A method for controlling a hybrid propulsion system for a vehicle, which propulsion system includes at least two drive units arranged for regenerative operation and coupled to a power splitting mechanical transmission independently of each other, which mechanical transmission is coupled, in parallel with a non-regenerative third drive unit, to a final drive of the vehicle and wherein each of the first, second and third drive units includes a different type of energy storage means, said method including the steps of:

determining current state of the propulsion system by monitoring status of each drive unit, including respective operating speeds and energy storage levels;

receiving a demand signal indicative of desired vehicle motion; and

if the demand signal indicates that negative wheel power for braking the vehicle is desired;

operating any of the regenerative drive units regeneratively in accordance with current system state;

or

if the demand signal indicates that positive wheel power for cruise or acceleration is desired;

operating one or more of the drive units propulsively in accordance with current system state;

or

if the demand signal indicates that no wheel power is desired, the vehicle being stationary;

operating selected ones of the drive units for replenishing energy storage means associated with the regenerative drive units;

which steps are repeatedly iterated in order to control the propulsion system with an optimum trajectory to a desired system state indicated by the demand signal.