Hybrid vehicle having torsional coupling between engine assembly and motor-generator

• US 8,028,778 B2
• Filed: 12/22/2008
• Issued: 10/04/2011
• Est. Priority Date: 12/27/2007
• Status: Active Grant

• Current Assignee: BYD Company Limited
• Original Assignee: BYD Company Limited
• Inventors: Wang, Tao, Liu, Yan, Ren, Yi, Yang, ShengLin, Luo, HongBing
• Primary Examiner(s): Shriver, II; J. Allen
• Assistant Examiner(s): Gurari; Erez
• Application Number:
  US12/341,796
• Publication Number:
  US 20090166123A1
• Time in Patent Office: 1,016 Days
• Field of Search: 464/46, 464/48, 180/65.6, 180/65.22, 180/65.21, 180/65.265
• US Class Current: 180/65.22
• CPC Class Codes: B60K 1/02 comprising more than one electric motor
• CPC Class Codes: B60K 6/387 Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
• CPC Class Codes: B60K 6/405 Housings
• CPC Class Codes: B60K 6/442 Series-parallel switching type
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/441 Speed
• 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 20/40 Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers power-up or power-down of the driveline B60W30/192
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2510/081 Speed
• CPC Class Codes: F16D 2500/1024 combined with hydraulic actuation
• CPC Class Codes: F16D 2500/1066 Hybrid
• CPC Class Codes: F16D 2500/3024 Pressure
• CPC Class Codes: F16D 2500/30401 On-off signal indicating the engage or disengaged position of the clutch
• CPC Class Codes: F16D 2500/7027 Engine speed
• CPC Class Codes: F16D 2500/70406 Pressure
• CPC Class Codes: F16D 2500/7041 : Position
• CPC Class Codes: F16D 3/66 : the elements being metallic, e.g. in the form of coils
• CPC Class Codes: F16D 48/02 : Control by fluid pressure
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y02T 10/64 : Electric machine technologies in electromobility
• CPC Class Codes: Y10S 903/912 : Drive line clutch
• CPC Class Codes: Y10S 903/946 : Characterized by control of driveline clutch

Abstract

A hybrid vehicle has a power system with a torsional coupling. The power system includes a battery system for receiving, storing and providing electrical power, an internal combustion engine configured to provide rotational power through a flywheel, a first motor-generator, a second motor-generator, a control system, and a torsional coupling. The torsional coupling may absorb rotational shock caused by angular or rotational speed differences between the engine and the first motor-generator. The torsional coupling includes a driven plate assembly, a cover assembly and an interconnecting plate assembly. The interconnecting plate assembly may include a plurality of shock absorbing elements that absorb shock and vibration between the engine and the motor-generator.

Claims

1. A hybrid vehicle having a shock-reducing clutch coupling, comprising:

a battery system for receiving, storing and providing electrical power;

an internal combustion engine configured to provide rotational power to a flywheel;

a first motor/generator having a hollow rotor shaft rotatably operatively coupled to the flywheel by a torsional coupling, the hollow rotor shaft causing the first motor/generator to rotate in unison with the engine and being non-disengagable from the engine;

the torsional coupling configured to operatively couple the flywheel to the first motor-generator, and to reduce shock and/or vibration transmitted between the engine and the first motor-generator;

the first motor/generator configured to;

in a first mode, receive electrical power from the battery system and provide rotational force to the hollow rotor shaft to rotate and start the internal combustion engine;

in a second mode, receive rotational force through the hollow rotor shaft from the internal combustion engine to generate electrical power to charge the battery system;

in a third mode, receive electrical power from the battery system and provide rotational force to the hollow rotor shaft;

a gear transmission having a first port configured to receive or provide rotational power in a first rotational (RPM) range, and a second port configured to provide or receive rotational power in a second RPM range to/from at least one wheel of the vehicle;

a second motor/generator operatively coupled to the first port and configured provide rotational force to the first port when receiving electrical power from the battery system, and configured to generate electrical power to charge the battery system when receiving rotation force from the first port when the at least one wheel provides rotational force to the second port;

a clutch configured to selectively engage and disengage the engine rotating in unison with the first motor-generator, from the second motor-generator;

a clutch cover fixedly coupled to the flywheel and configured to rotate with the flywheel;

wherein the torsional coupling is operatively coupled to the clutch cover and to the hollow rotor shaft, and configured rotate with the flywheel and rotatably couple the flywheel with the first motor/generator; and

a control system configured to control the electrical power provided to and from the battery system.

2. The hybrid vehicle of claim 1, wherein the torsional coupling further comprises:

an inner sideboard having a plurality of recesses, and configured to operatively couple the torsional coupling to the clutch cover;

a torsion plate in communication with the inner sideboard, and operatively coupled to the hollow rotor shaft;

an outer sideboard in communication with an opposite side of the torsion plate;

a plurality of shock absorbing elements mounted on the torsion plate and partially received within the corresponding recesses of the inner sideboard; and

the shock absorbing elements configured to absorb rotational shock transmitted between the internal combustion engine and the hollow rotor shaft of the first motor/generator.

3. The hybrid vehicle of claim 2, wherein the torsional coupling further comprises:

a first gasket disposed between the inner sideboard and a first side of the torsion plate;

a second gasket disposed between the outer sideboard and a second side of the torsion plate; and

wherein the first and second gaskets are formed of a deformable material to reduce shock or vibration transmitted between internal combustion engine and hollow rotor shaft by the torsion plate.

4. The hybrid vehicle of claim 2, wherein the shock absorbing elements configured to reduce shock and/or vibration cause by operation of the internal combustion engine and the first motor/generator.

5. The hybrid vehicle of claim 1, wherein the torsional coupling absorbs rotational shock when the internal combustion engine is started and stopped.

6. The hybrid vehicle of claim 1, wherein the torsional coupling absorbs rotational shock when the first motor/generator is started and stopped.

7. The hybrid vehicle of claim 2, wherein the shock absorbing elements are coil springs or compression springs.

8. The hybrid vehicle of claim 2, wherein the shock absorbing elements are formed of compressible or resilient material.

9. The hybrid vehicle of claim 1, wherein the torsional coupling absorbs rotational shock when first motor-generator and the flywheel of the engine differ in angular alignment by less than a predetermined amount.

10. The hybrid vehicle of claim 9, wherein the predetermined amount is between about 0 degrees and about 30 degrees.

11. The hybrid vehicle of claim 9, wherein the predetermined angular is less than about 10 degrees.

12. The hybrid vehicle of claim 2, wherein the torsional coupling absorbs rotational shock when first motor-generator and the flywheel of the engine differ in angular alignment, and wherein a maximum angular alignment is about equal to an angle subtended by an arcuate length of the recess disposed in the inner sideboard.

13. The hybrid vehicle of claim 12, wherein engine and the first motor/generator are operatively coupled together by the torsional coupling and rotate substantially in unison.

14. A hybrid vehicle having a shock-reducing clutch coupling, comprising:

an internal combustion engine configured to provide rotational power to a flywheel;

a first motor/generator having a hollow rotor shaft rotatably operatively coupled to the flywheel by a torsional coupling, the hollow rotor shaft causing the first motor/generator to rotate in unison with the engine and being non-disengagable from the engine, and configured to provide rotational force to the hollow rotor shaft or receive rotational force through from the hollow rotor shaft;

the torsional coupling configured to operatively couple the flywheel to the first motor- generator, and to reduce shock and/or vibration transmitted between the engine and the first motor-generator;

a gear transmission configured to receive rotational power in a first rotational (RPM) range, and provide rotational power in a second RPM range to/from at least one wheel of the vehicle;

a second motor/generator operatively coupled to the first port and configured provide rotational force to the first port when receiving electrical power, and configured to generate electrical power when receiving rotation force from the first port when the at least one wheel provides rotational force to the second port;

a clutch configured to selectively engage and disengage the engine rotating in unison with the first motor-generator, from the second motor-generator;

a clutch cover fixedly coupled to the flywheel and configured to rotate with the flywheel; and

wherein the torsional coupling is operatively coupled to the clutch cover and to the hollow rotor shaft, and configured rotate with the flywheel and rotatably couple the flywheel with the first motor/generator.