Powertrain with multiple, selectable power sources

• US 8,290,653 B2
• Filed: 11/24/2009
• Issued: 10/16/2012
• Est. Priority Date: 08/27/2008
• Status: Expired due to Fees

• Current Assignee: Achates Power, Inc.
• Original Assignee: Ecomotors International, Inc.
• Inventors: Hofbauer, Peter
• Primary Examiner(s): Tarcza, Thomas
• Assistant Examiner(s): Murshed, Nagi
• Application Number:
  US12/625,511
• Publication Number:
  US 20100082192A1
• Time in Patent Office: 1,057 Days
• Field of Search: None
• US Class Current: 701/22
• CPC Class Codes: B60K 5/08 comprising more than one engine
• CPC Class Codes: B60K 6/105 the accumulator being a flywheel
• CPC Class Codes: B60L 15/2009 for braking
• CPC Class Codes: B60L 15/2054 by controlling transmissions or clutches
• CPC Class Codes: B60L 2250/26 by pedal actuation
• CPC Class Codes: B60L 3/0092 with use of redundant elements for safety purposes
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 50/30 using propulsion power stored mechanically, e.g. in fly-wheels
• CPC Class Codes: B60L 50/61 by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
• CPC Class Codes: B60L 58/15 Preventing overcharging
• CPC Class Codes: B60L 7/24 with additional mechanical or electromagnetic braking
• CPC Class Codes: F02N 11/04 the motors being associated with current generators
• CPC Class Codes: F02N 15/08 the gearing being of friction type
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• 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: Y02T 10/72 Electric energy management in electromobility

Abstract

A hybrid engine control system for use with a vehicle or other load which employs a motor/generator unit connected through controllable couplers to a kinetic energy storage device and to one or more internal combustion engine modules in a programmed manner. Several embodiments provide varying configurations to satisfy various power and packaging design requirements.

Claims

1. A control system for a hybrid engine for an automotive vehicle comprising:

an electrical storage power supply;

a motor/generator unit;

a primary fuel powered engine module;

a secondary fuel powered engine module;

a kinetic energy storage device;

a first controllable coupler activated to connect the motor/generator unit to said kinetic energy storage device;

a second controllable coupler activated to connect said primary engine module to said kinetic energy storage device;

a third controllable coupler activated to connect said secondary engine module to said kinetic energy storage device;

a power take-off connectable to said kinetic storage device for providing rotational torque forces to the drive-train of said vehicle;

a fourth controllable coupler activated to connect said first kinetic energy storage device to said power take-off; and

a controller programmed to react to various predetermined inputs from said vehicle for activating or deactivating said couplers during the operation of said vehicle;

wherein a first predetermined condition is the level of electrical charge in said electrical storage power supply, wherein at a predetermined low charge said electric motor is decoupled from said kinetic energy storage device and at a predetermined high charge said electric motor is coupled to said kinetic energy storage device.

2. A control system for a hybrid engine for an automotive vehicle comprising:

an electrical storage power supply;

a motor/generator unit;

a primary fuel powered engine module;

a secondary fuel powered engine module;

a kinetic energy storage device;

a first controllable coupler activated to connect the motor/generator unit to said kinetic energy storage device;

a second controllable coupler activated to connect said primary engine module to said kinetic energy storage device;

a third controllable coupler activated to connect said secondary engine module to said kinetic energy storage device;

a power take-off connectable to said kinetic storage device for providing rotational torque forces to the drive-train of said vehicle;

a fourth controllable coupler activated to connect said first kinetic energy storage device to said power take-off;

a speed control interface device having a range of relatively high to low speed demand settings within predefined and juxtaposed speed demand sub-ranges;

a brake control interface device having a range of relatively high to low braking demand settings within predefined and juxtaposed braking demand sub-ranges; and

a controller programmed to react to various predetermined inputs from said vehicle for controlling said couplers during the operation of said vehicle;

wherein said controller cyclically determines the state of charge of said electrical storage power supply, determines the settings of said speed control interface device and said brake control interface device;

based upon said determinations, said controller causes individual ones of said couplers to be activated or deactivated.

3. A system as in claim 2, wherein said controller is programmed to determine the setting of said speed control interface device prior to determining the setting of said brake control interface device.

4. A system as in claim 3, wherein said controller is programmed to determine the setting of said speed control interface device by looking for the settings in the highest speed demand sub-ranges prior to looking for settings in the lower speed demand sub-ranges within said range, in descending order.

5. A system as in claim 3, wherein said controller is programmed to determine the setting of said brake control interface device when said speed control interface device is at its lowest demand setting.

6. A system as in claim 5, wherein said controller is programmed to determine the setting of said brake control interface device by looking for the settings with its highest braking demand sub-ranges prior to looking for settings with its lower braking demand sub-ranges within said range, in descending order.

7. A system as in claim 2, wherein said controller is programmed to compare the prior cycle determination of settings of said speed control interface device and said brake control interface device as a conditional decision in selecting individual ones of said couplers to be activated or deactivated.

8. A system as in claim 2, wherein said kinetic energy storage device is a rotatable flywheel and controller is programmed to deactivate all said controllable couplers when said speed control interface device and said brake control interface device are both set within their lowest sub-ranges to allow said flywheel to freely rotate.

9. A system as in claim 2, wherein said controller is programmed to activate all said controllable couplers when said speed control interface device is set within its highest sub-range to provide maximum power to said kinetic energy storage device and to said power take-off.

10. A system as in claim 2, wherein said controller is programmed to determine the state of charge of said an electrical storage power supply within a plurality of predefined charge sub-ranges within its range of charge measurements and to deactivate said first controllable coupler when said state of charge is determined to be within the highest charge sub-range.

11. A control system for a hybrid engine for an automotive vehicle comprising:

an electrical storage power supply;

a motor/generator unit;

a primary fuel powered engine module;

a secondary fuel powered engine module;

a kinetic energy storage integrator device;

a first controllable coupler actuatable to connect the motor/generator unit to said integrator device;

a second controllable coupler actuatable to connect said primary engine module to said kinetic energy storage device;

a third controllable coupler actuatable to connect said secondary engine module to said integrator device;

a power take-off connectable to said integrator device for providing rotational torque forces to the drive-train of said vehicle;

a fourth controllable coupler actuatable to connect said first kinetic energy storage device to said power take-off;

a speed control interface device having a range of relatively high to low speed demand settings within a plurality of predefined and juxtaposed sub-ranges;

a brake control interface device having a range of relatively high to low braking demand settings within a plurality of predefined and juxtaposed sub-ranges; and

a controller programmed to react to various predetermined inputs from said vehicle for controlling the activation and deactivation of said couplers during the operation of said vehicle;

wherein said controller cyclically determines the state of charge of said electrical storage power supply, determines the settings of said speed control interface device and said brake control interface device; and

based upon said determinations, said controller causes individual ones of said couplers to be activated or deactivated.

12. A system as in claim 11, wherein said controller is programmed to act on the determined setting of said speed control interface device above its lowest sub-range in lieu of determining the setting of said brake control interface device.

13. A system as in claim 12, wherein said controller is programmed to determine the setting of said speed control interface device by looking for the highest settings prior to looking for lower settings within said range, in descending order.

14. A system as in claim 12, wherein said controller is programmed to determine the setting of said brake control interface device when said speed control interface device is at its lowest demand setting.

15. A system as in claim 14, wherein said controller is programmed to determine the setting of said brake control interface device by looking for the highest settings prior to looking for lower settings within said range, in descending order.

16. A system as in claim 11, wherein said controller is programmed to compare the prior cycle determination of settings of said speed control interface device and said brake control interface device as a conditional decision in selecting individual ones of said couplers to be activated or deactivated.

17. A system as in claim 11, wherein said kinetic energy storage device is a rotatable flywheel and controller is programmed to deactivate all said controllable couplers when said speed control interface device and said brake control interface device are both set within their lowest sub-ranges to allow said flywheel to freely rotate.

18. A system as in claim 11, wherein said controller is programmed to activate all said controllable couplers when said speed control interface device is set within its highest sub-range to provide maximum power to said kinetic energy storage device and to said power take-off.

19. A system as in claim 11, wherein said controller is programmed to determine the state of charge of said an electrical storage power supply within a plurality of predefined sub-ranges within its range of charge measurements and to deactivate said first controllable coupler when said state of charge is determined to be within the highest sub-range of charges.

20. A system as in claim 11, wherein said second, third and fourth controllable couplers are actuatable clutches.