System for driving vehicle accessories through an electro-mechanical interface

• US 6,598,496 B2
• Filed: 03/19/2001
• Issued: 07/29/2003
• Est. Priority Date: 03/19/2001
• Status: Expired due to Fees

• Current Assignee: GM Global Technology Operations Incorporated (General Motors Company)
• Original Assignee: General Motors Corporation (General Motors Company)
• Inventors: Pannell, Brian L.
• Primary Examiner(s): Graham, Matthew C.
• Assistant Examiner(s): SY, MARIANO ONG
• Application Number:
  US09/811,279
• Publication Number:
  US 20020132696A1
• Time in Patent Office: 862 Days
• Field of Search: 477/5, 477/6, 746/65.L, 746/65.N, 744/21.A, 74/11, 74/152, 74/156.3, 744/14, 180/65.1, 180/65.2, 180/65.3, 180/65.4, 180/65.6, 180/53.8
• US Class Current: 74/665.00L
• CPC Class Codes: B60K 6/36 characterised by the transmission gearings
• CPC Class Codes: B60K 6/46 Series type
• CPC Class Codes: B60L 2210/20 AC to AC converters
• CPC Class Codes: B60L 50/51 characterised by AC-motors
• 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 10/72 Electric energy management in electromobility
• CPC Class Codes: Y10S 903/909 Gearing
• CPC Class Codes: Y10T 74/19084 Spur
• CPC Class Codes: Y10T 74/19126 Plural drivers plural driven
• CPC Class Codes: Y10T 74/19135 Spur
• CPC Class Codes: Y10T 74/19651 External type

Abstract

An electro-mechanical interface incorporated in a series hybrid auxiliary power unit. According to the present invention the electro-mechanical interface employs a first tier of geared output shafts rotatably supported within a frame and meshingly engaged in a daisy-chain configuration having first and second ends. One end of the first tier of geared output shafts in the daisy-chain configuration meshingly engages a first, geared transfer shaft. The first, geared transfer shaft selectively connects to an internal combustion engine through a selectively disengageable clutch. The other end of the aforesaid first tier of geared output shafts in the daisy-chain configuration meshingly engages a second geared transfer shaft that is continuously connected to a motor/generator. The geared output shafts in the aforesaid daisy-chain configuration are available to drive auxiliary loads. A second tier of geared output shafts are also rotatably supported within the frame. The geared output shafts in the second tier meshingly engage, also in a daisy-chain configuration having first and second ends. One end of the daisy-chain defined by the second tier of geared output shafts meshingly engages a geared linking shaft, and the geared linking shaft selectively connects to a geared transfer shaft associated with the first tier of geared output shafts. The geared output shafts in the second tier are also available to drive auxiliary loads.

Claims

1. An electro-mechanical system for driving accessory loads in a series hybrid auxiliary power unit incorporated in a vehicle, said system comprising:

a frame;

at least a first tier of a plurality of geared output shafts rotatably supported within said frame and meshingly engaged in a daisy-chain configuration having first and second ends;

one end of said first tier of geared output shafts in said daisy-chain configuration meshingly engaging a first geared transfer shaft;

the other end of said first tier of geared output shafts in said daisy-chain configuration meshingly engaging a second geared transfer shaft that is continuously connected to a motor/generator;

said first geared transfer shaft operatively connected to an internal combustion engine through selectively disengageable clutch means;

a second tier of a plurality of geared output shafts rotatably supported within said frame and meshingly engaged in a daisy-chain configuration having first and second ends;

at least one end of said second tier of geared output shafts in said daisy-chain configuration meshingly engaging a geared linking shaft;

said geared linking shaft selectively connected to one of said geared transfer shafts associated with said first tier of geared output shafts through a power take-off clutch; and

said geared output shafts in said first and second tier of output shafts being available to drive auxiliary loads.

2. An electro-mechanical system for driving accessory loads in a series hybrid auxiliary power unit, as set forth in claim 1, wherein:

a high voltage battery pack is provided as an on-board source of electric power;

a traction drive motor supplies the tractive effort from the vehicle to the terrain over which the vehicle is to be driven;

pure electric propulsion is effected by releasing said selectively disengageable clutch means, the engine not operating, and engaging said power take-off clutch such that said motor/generator, operating as a motor powered by said high voltage battery pack, drives the accessories connected to the geared output shafts in said first and second tier; and

,

said high voltage pack also provides power to the traction drive motor to effect pure electric propulsion.

3. An electro-mechanical system for driving accessory loads in a series hybrid auxiliary power unit, as set forth in claim 2, wherein:

transition from pure electric propulsion to hybrid propulsion is effected by engaging said selectively disengageable clutch means to start said internal combustion engine while maintaining said power take-off clutch engaged;

operation of said internal combustion engine drives said motor/generator as a generator which drives said traction drive motor and supplies power to recharge said high voltage battery pack.

4. An electro-mechanical system for driving accessory loads in a series hybrid auxiliary power unit, as set forth in claim 3, wherein:

transition from hybrid propulsion to regenerative operation whereby the kinetic energy of the moving vehicle reverses operation of the traction drive motor such that it generates AC power;

the AC power so generated is rectified to DC power;

an inverter changes a pardon of said rectified DC power to AC power that drives the motor/generator as a motor to power all the geared output shafts in said first and second tiers and thereby operate all the accessories; and

a portion of said rectified DC power also serves to replace energy to said high voltage battery pack.

5. An electro-mechanical system for driving accessory loads in a series hybrid auxiliary power unit, as set forth in claim 4, wherein:

the power provided by the motor/generator to drive the geared output shafts in excess of the power provided by the internal combustion engine serves to effect regenerative blending.

6. An electro-mechanical system for driving accessory loads in a series hybrid auxiliary power unit, as set forth in claim 2, wherein:

said traction drive motor that supplies the tractive effort from the vehicle to the terrain over which the vehicle may be driven is inoperative during a charging mode of operation;

a traction inverter that normally converts DC power from the high voltage battery pack to AC power for driving said traction drive motor is adapted to receive AC power from a commercial source of electrical power and, operating as a rectifier, converts the AC power to DC power;

an electrical center director receives the DC power from said traction inverter, while operating as a rectifier, and directs a portion thereof to said high voltage battery pack to recharge the same; and

,

said electrical center director also directs a portion of said DC power from said traction inverter, while operating as a rectifier, to an auxiliary power unit inverter to convert the DC power so received to AC power for operating said motor/generator as a motor to effect the desired cooling during a recharge mode of operation.

7. A vehicle propulsion system comprising:

a traction drive motor to supply the tractive effort from the vehicle to the terrain over which the vehicle is to be driven;

a high voltage battery pack to supply DC power;

an electrical center director to receive the DC power from said battery pack;

a traction inverter to receive DC power from said electrical center director to convert said DC power to AC power for driving said traction drive motor;

a series hybrid auxiliary power unit including a motor/generator;

an inverter included in said series hybrid auxiliary power unit to receive DC power from said electrical center director and provide AC power to said motor/generator so that said motor/generator may operate as a motor;

an internal combustion engine included in said series hybrid auxiliary power unit;

an electro-mechanical accessory drive transmission box to receive power from said motor/generator selectively to operate at least two classes of accessories;

said electro-mechanical accessory drive transmission box having a frame;

at least a first tier of a plurality of geared output shafts rotatably supported within said frame and meshingly engaged in a daisy-chain configuration having first and second ends;

one end of said first tier of geared output shafts in said daisy-chain configuration meshingly engaging a first geared transfer shaft;

said first geared transfer shaft operatively connected to said internal combustion engine through selectively disengageable clutch means;

said geared output shafts in said first tier being available to drive auxiliary loads;

the other end of said first tier of geared output shafts in said daisy-chain configuration meshingly engaging a second geared transfer shaft that is continuously connected to said motor/generator;

a second tier of a plurality of geared output shafts rotatably supported within said frame and meshingly engaged in a daisy-chain configuration having first and second ends;

at least one end of said second tier of geared output shafts in said daisy-chain configuration meshingly engaging a geared linking shaft;

said geared linking shaft selectively connected to one of said geared transfer shafts associated with said first tier of geared output shafts through a power take-off clutch; and

said geared output shafts in said second tier of output shafts being available to drive auxiliary loads.

8. A vehicle propulsion system, as set forth in claim 7, wherein:

pure electric propulsion is effected by releasing said selectively disengageable clutch means, the engine not operating, and engaging said power take-off clutch such that said motor/generator, operating as a motor powered by said high voltage battery pack, drives the accessories connected to the geared output shafts in said first and second tier; and

,

said high voltage pack also provides power to the traction drive motor to effect pure electric propulsion.

9. A vehicle propulsion system, as set forth in claim 8, wherein:

transition from pure electric propulsion to hybrid propulsion is effected by engaging said selectively disengageable clutch means to start said internal combustion engine while maintaining said power take-off clutch engaged;

operation of said internal combustion engine drives said motor/generator as a generator which drives said traction drive motor and supplies power to recharge said high voltage battery pack.

10. A vehicle propulsion system, as set forth in claim 9, wherein:

transition from hybrid propulsion to regenerative operation whereby the kinetic energy of the moving vehicle reverses operation of the traction drive motor such that it generates AC power;

the AC power so generated is rectified to DC power;

an inverter changes a portion of said rectified DC power to AC power that drives the motor/generator as a motor to power all the geared output shafts in said first and second tiers and thereby operate all the accessories;

a portion of said rectified DC power also serves to replace energy to said high voltage battery pack.

11. A vehicle propulsion system, as set forth in claim 10, wherein:

the power provided by the motor/generator to drive the geared output shafts, instead of the power being provided by the internal combustion engine, serves to effect regenerative blending.

12. A vehicle propulsion system, as set forth in claim 10, wherein:

said traction drive motor chat supplies the tractive effort from the vehicle to the terrain over which the vehicle may be driven is inoperative during a charging mode of operation;

said traction inverter that normally converts DC power from the high voltage battery pack to AC power for driving said traction drive motor is adapted to receive AC power from a commercial source of electrical power and, operating as a rectifier, converts the AC power to DC power;

said electrical center director receives the DC power from said traction inverter, while operating as a rectifier, and directs a portion thereof to said high voltage battery pack to recharge the same; and

,

said electrical center director also directs a portion of said DC power from said traction inverter, while operating as a rectifier, to an auxiliary power unit inverter to convert the DC power so received to AC power for operating said motor/generator as a motor to effect the desired cooling during a recharge mode of operation.