Hybrid vehicle having engageable clutch assembly coupled between engine and traction motor

• US 8,091,659 B2
• Filed: 12/22/2008
• Issued: 01/10/2012
• Est. Priority Date: 12/27/2007
• Status: Active Grant

• Current Assignee: BYD Company Limited
• Original Assignee: BYD Company Limited
• Inventors: Luo, HongBing, Ren, Yi, Yang, ShengLin, Wang, Tao, Liu, Yan
• Primary Examiner(s): Walters, John
• Application Number:
  US12/341,776
• Publication Number:
  US 20090166113A1
• Time in Patent Office: 1,114 Days
• Field of Search: 180/65.22, 180/65.225, 180/65.23, 180/65.265, 180/65.285, 180/65.6, 903/906, 903/909, 903/912, 903/946, 318/4, 318/5, 318/34, 318/45
• 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 includes a battery system, an internal combustion engine, a first motor/generator, a second motor/generator, and an engageable clutch assembly. The engageable clutch assembly is disposed between the internal combustion engine and the first motor/generator. When engaged, the engageable clutch assembly couples the rotor spindle of the second motor/generator with the hollow rotor shaft of the first motor/generator. The engageable clutch assembly may also operate in a first mechanical mode that selectively engages and disengages the internal combustion engine from the second motor/generator, or operate in a second mechanical mode that dampens shock between the internal combustion engine and the first motor/generator when the international combustion engine operates at a rotational speed that is different than a rotational of the first motor/generator.

Claims

1. A hybrid vehicle having an engageable clutch assembly, the vehicle 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;

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 rotational power in a first rotational range, and a second port configured to provide rotational power in a second range to at least one wheel of the vehicle;

a second motor/generator having a rotor spindle concentrically disposed in the hollow rotor shaft and rotatably coupled to the first port of the gear transmission;

the second motor/generator configured to;

in a fourth mode, receive electrical power from the battery system and provide rotational force to the first port of the gear transmission;

in a fifth mode, generate electrical power to charge the battery system when receiving rotational force from the first port of the gear transmission when the at least one wheel provides rotational force to the second port of the gear transmission;

the engageable clutch assembly disposed between the flywheel and the first motor/generator and configured to operatively and fixedly couple the flywheel with the hollow rotor shaft of the first motor/generator so that the hollow rotor shaft rotates in unison with the flywheel, and

wherein when engaged, the engageable clutch assembly further rotatably couples the rotor spindle of the second motor/generator with the flywheel and with the hollow rotor shaft, to provide additional rotational force from both the internal combustion engine and the first motor/generator to the first port of the gear transmission.

2. The hybrid vehicle of claim 1, wherein the engageable clutch assembly comprises:

a driven plate assembly releasably coupled with the flywheel and configured to receive torsional power from the flywheel when the engageable clutch assembly is engaged, the driven plate assembly operatively coupled to the rotor spindle of the second motor/generator;

an interconnecting plate assembly coupled with the flywheel and configured to receive the torsional power from the flywheel, and configured to provide torsional power to the hollow rotor shaft of the first motor/generator; and

an engageable release bearing configured to;

in an engaged position, engage the driven plate assembly with the flywheel to provide torsional power from the flywheel to the rotor spindle of the second motor/generator; and

in a disengaged position, disengage the driven plate assembly from the flywheel so that torsional power from the flywheel is not transferred to the rotor spindle of the second motor/generator.

3. The hybrid vehicle of claim 2, comprising:

a clutch cover adapted to house the driven plate assembly;

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

wherein the driven plate assembly is configured to rotate with the flywheel and the clutch cover when the release bearing is in the engaged position, and is configured to remain stationary or rotate independently relative to the rotating flywheel and clutch cover, when the release bearing is in the disengaged position.

4. The hybrid vehicle of claim 3, further comprising:

a spring arrangement disposed within the clutch cover;

the spring arrangement in operative communication with the engageable release bearing and the driven plate;

wherein when the engagable release bearing is in the engaged position, the spring arrangement permits contact between the driven plate and the flywheel; and

wherein when the engagable release bearing is in the disengaged position, the spring arrangement maintains the driven plate away from the flywheel.

5. The hybrid vehicle of claim 4, wherein the spring arrangement is a diaphragm spring.

6. The hybrid vehicle of claim 2, wherein the driven plate includes a friction disk made of frictional material configured to contact a surface of the flywheel when the engagable release bearing is in the engaged position.

7. The hybrid vehicle of claim 3, wherein the interconnecting plate assembly comprises:

an inner sideboard having a plurality of recesses, and configured to operatively couple the interconnecting plate assembly to the clutch cover;

a torsion plate in communication with the inner sideboard, and operatively coupled to the hollow rotor shaft of the first motor/generator;

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 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.

8. The hybrid vehicle of claim 4, wherein

when the engagable release bearing is in the disengaged position, the spring arrangement is in a flexed orientation;

and wherein

when the engagable release bearing is in the engaged position, the spring arrangement is in a non-flexed orientation.

9. The hybrid vehicle of claim 2, wherein the release bearing is hydraulically actuated to reciprocally move between the engaged position and the disengaged position.

10. The hybrid vehicle of claim 1, wherein the engageable clutch assembly is configured to:

operate in a first mechanical mode that selectively engages and disengages the internal combustion engine from the second motor/generator; and

operate in a second mechanical mode that dampens at least one of shock and vibration between the internal combustion engine and the hollow rotor shaft of the first motor/generator.

11. The hybrid vehicle of claim 10, wherein the engageable release bearing is disposed between the internal combustion engine and the second motor/generator, and when in the engaged first position, causes the engageable clutch assembly to operate in the first mechanical mode.

12. The hybrid vehicle of claim 1, wherein the engageable release bearing is disposed within the hollow rotor shaft of the first motor-generator.

13. The hybrid vehicle of claim 1, wherein the engageable release bearing includes a central aperture configured to receive the rotor spindle of the second motor/generator therethrough.

14. The hybrid vehicle of claim 1, further comprising:

a controller configured to receive a first input signal indicating a rotational speed of the engine, and a second input signal indicating a rotational speed of the second motor/generator; and

the controller configured to engage the engageable clutch assembly based on a difference in value between the first and second input signals.

15. A hybrid vehicle having an engageable clutch assembly, the vehicle comprising:

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

a first motor/generator having a hollow rotor shaft rotatably operatively and fixedly coupled to the flywheel, and configured to provide rotational force to the hollow rotor shaft or receive rotational force from the hollow rotor shaft wherein the hollow rotor shaft rotates in unison with the flywheel;

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

a second motor/generator having a rotor spindle concentrically disposed in the hollow rotor shaft and rotatably coupled to the gear transmission;

the second motor/generator configured to provide rotational force to the first port of the gear transmission or receive rotational force from the first port of the gear transmission;

the engageable clutch assembly disposed between the flywheel and the first motor/generator; and

wherein when the engageable clutch assembly is engaged, the engageable clutch assembly further rotatably couples the rotor spindle of the second motor/generator with the flywheel and with the hollow rotor shaft, to provide additional rotational force from both the internal combustion engine and the first motor/generator to the first port of the gear transmission.

16. The hybrid vehicle of claim 15, wherein the gear transmission is configured to receive rotational power at the second port of the gear transmission in the second rotational range from at least one wheel of the vehicle, and provide rotational power to the first port in the first rotational range.

17. A hybrid vehicle having an engageable clutch assembly, the vehicle 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 rotor shaft rotatably operatively coupled to the flywheel;

the first motor/generator configured to;

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

in a second mode, receive rotational force through the 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 rotor shaft;

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

a second motor/generator having a rotor spindle rotatably coupled to the first port of the gear transmission;

the second motor/generator configured to;

in a fourth mode, receive electrical power from the battery system and provide rotational force to the first port of the gear transmission;

the engageable clutch assembly disposed between the flywheel and the first motor/generator and configured to operatively and fixedly, couple the flywheel with the rotor shaft of the first motor/generator so that the hollow rotor shaft rotates in unison with the flywheel, and

wherein when engaged, the engageable clutch assembly further rotatably couples the rotor spindle of the second motor/generator with the flywheel and with the rotor shaft, to provide additional rotational force from both the internal combustion engine and the first motor/generator to the first port of the gear transmission.

18. The hybrid vehicle of claim 17, wherein the engageable clutch assembly comprises:

a driven plate assembly releasably coupled with the flywheel and configured to receive torsional power from the flywheel when the engageable clutch assembly is engaged, the driven plate assembly operatively coupled to the rotor spindle of the second motor/generator;

an interconnecting plate assembly coupled with the flywheel and configured to receive the torsional power from the flywheel, and configured to provide torsional power to the rotor shaft of the first motor/generator; and

an engageable release bearing configured to;

in an engaged position, engage the driven plate assembly with the flywheel to provide torsional power from the flywheel to the rotor spindle of the second motor/generator; and

in a disengaged position, disengage the driven plate assembly from the flywheel so that torsional power from the flywheel is not transferred to the rotor spindle of the second motor/generator.

19. A hybrid vehicle having an engageable clutch assembly, the vehicle comprising:

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

a first motor/generator having a rotor shaft rotatably operatively and fixedly coupled to the flywheel, and configured to provide rotational force to the rotor shaft or receive rotational force from the rotor shaft, wherein the hollow rotor shaft rotates in unison with the flywheel;

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

a second motor/generator having a rotor spindle rotatably coupled to the gear transmission;

the second motor/generator configured to provide rotational force to the first port of the gear transmission or receive rotational force from the first port of the gear transmission;

the engageable clutch assembly disposed between the flywheel and the first motor/generator; and

wherein when the engageable clutch assembly is engaged, the engageable clutch assembly further rotatably couples the rotor spindle of the second motor/generator with the flywheel and with the rotor shaft, to provide additional rotational force from both the internal combustion engine and the first motor/generator to the first port of the gear transmission.

20. A hybrid vehicle having an engageable clutch assembly, the vehicle 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;

an engageable release bearing disposed within the hollow rotor shaft of 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 rotational power in a first rotational range, and a second port configured to provide rotational power in a second range to at least one wheel of the vehicle;

a second motor/generator having a rotor spindle concentrically disposed in the hollow rotor shaft and rotatably coupled to the first port of the gear transmission;

the second motor/generator configured to;

in a fourth mode, receive electrical power from the battery system and provide rotational force to the first port of the gear transmission;

in a fifth mode, generate electrical power to charge the battery system when receiving rotational force from the first port of the gear transmission when the at least one wheel provides rotational force to the second port of the gear transmission;

the engageable clutch assembly disposed between the flywheel and the first motor/generator and configured to operatively couple the flywheel with the hollow rotor shaft of the first motor/generator, and

wherein when engaged, the engageable clutch assembly further rotatably couples the rotor spindle of the second motor/generator with the flywheel and with the hollow rotor shaft, to provide additional rotational force from both the internal combustion engine and the first motor/generator to the first port of the gear transmission.

21. A hybrid vehicle having an engageable clutch assembly, the vehicle 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;

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 rotational power in a first rotational range, and a second port configured to provide rotational power in a second range to at least one wheel of the vehicle;

a second motor/generator having a rotor spindle concentrically disposed in the hollow rotor shaft and rotatably coupled to the first port of the gear transmission;

the second motor/generator configured to;

in a fourth mode, receive electrical power from the battery system and provide rotational force to the first port of the gear transmission;

in a fifth mode, generate electrical power to charge the battery system when receiving rotational force from the first port of the gear transmission when the at least one wheel provides rotational force to the second port of the gear transmission;

the engageable clutch assembly disposed between the flywheel and the first motor/generator and configured to operatively couple the flywheel with the hollow rotor shaft of the first motor/generator;

an engageable release bearing disposed within the hollow rotor shaft of the first motor-generator, the engageable release bearing including a central aperture configured to receive the rotor spindle of the second motor/generator therethrough; and

wherein when engaged, the engageable clutch assembly further rotatably couples the rotor spindle of the second motor/generator with the flywheel and with the hollow rotor shaft, to provide additional rotational force from both the internal combustion engine and the first motor/generator to the first port of the gear transmission.