System, architecture, and method for minimizing power consumption and increasing performance in electric vehicles

• US 8,618,752 B2
• Filed: 07/20/2011
• Issued: 12/31/2013
• Est. Priority Date: 07/21/2010
• Status: Active Grant

• Current Assignee: Superior Electron LLC
• Original Assignee: Superior Electron LLC
• Inventors: Zing, Christopher P., Wiest, Joachim H., Fung, Henry T.
• Primary Examiner(s): Ip, Paul
• Application Number:
  US13/187,150
• Publication Number:
  US 20120019172A1
• Time in Patent Office: 895 Days
• Field of Search: 318/8, 318/13, 318/430, 318/432, 318/7, 475/5, 701/22, 180/65.22
• US Class Current: 318/8
• CPC Class Codes: B60L 15/2045 for optimising the use of energy
• CPC Class Codes: B60L 15/2054 by controlling transmissions or clutches
• CPC Class Codes: B60L 2220/42 with use of more than one motor
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 50/60 using power supplied by batteries in combination with fuel cells B60L50/75
• CPC Class Codes: H05K 999/99 dummy group
• 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 10/72 Electric energy management in electromobility

Abstract

An electric vehicle accomplishes speed changes through the use of electronically controlled, multiple electric motor configurations that are coupled to an output drive shaft instead of a speed change transmission. A parallel-coupled motor configuration includes at least two motors that are each coupled to the output drive shaft through respective gear arrangements, each gear arrangement having a respective gear ratio. In a serially-coupled motor configuration, the stator of the second motor is coupled to the rotor of the first motor, where the rotor of the second motor is coupled to the output drive shaft. The required torque to reach or maintain a desired vehicle speed can be obtained by selective energization of either one or both of the motors (in both multi-motor configurations). Two motors are also coupled to a differential gear so that the rotational speed contributed by both motors are additive at the output shaft.

Claims

1. A drive system for a vehicle, comprising:

a differential gear set having a main port and first and second differential ports, said second differential port being configured to be mechanically coupled to a wheel of said vehicle;

a first electric motor being mechanically coupled to impart a first rotational torque in a first rotational orientation at a first rotational speed to said first differential port;

a second electric motor being mechanically coupled to impart a second rotational torque in a second rotational orientation at a second rotational speed to said main port;

an electronic control unit (ECU) configured to control said first and second electric motors such that said second differential port of said differential gear set imparts a desired output torque at a desired output rotational speed.

2. The drive system of claim 1, wherein said ECU is configured to control said first and second motors so that said first and second rotational orientations are configured in a way wherein said output rotational speed is an additive function of said first and second rotational speeds.

3. The drive system of claim 2 wherein said ECU is configured to control said first and second motors such that said first rotational orientation is one of clockwise and counter-clockwise and said second rotational orientation is the other one said clockwise and counter-clockwise.

4. The drive system of claim 1 wherein said ECU is configured to control one of said first and second motors to a stall condition, said ECU being further configured to mechanically lock of said first port and said main port of said differential gear set corresponding to said motor in said stalled condition.

5. The drive system of claim 4 wherein said ECU is configured to determine when to effect said mechanical lock based on at least said desired output torque.

6. The drive system of claim 5 wherein said ECU is further configured to determine said desired output torque based at least in part on a load presented at said second differential port.

7. The drive system of claim 4 wherein said first and second electric motors have respective torque-versus-speed profiles wherein each profile includes a respective efficiency at a plurality of operating points, said ECU being further configured to select which one of said first port and said main port of said gear set to lock based on which one of said corresponding first and second motors has the higher efficiency, based on said profiles, for a desired output rotational speed and torque.

8. The drive system of claim 4, wherein at least one of said first and second motors are coupled to said first differential port and said main port via a speed change gear.

9. A drive system for a vehicle, comprising:

first and second electric motors having respective first and second output shafts, said first and second output shafts being coupled to a drive shaft through gear arrangements having respective gear ratios associated therewith to thereby define a parallel motor architecture, said drive shaft being configured for connection to a drive arrangement for driving at least one wheel;

an electronic control unit (ECU) and a computer-readable memory coupled thereto;

control logic stored in said memory and configured to be executed by said ECU, said control logic being configured to control said first and second motors in accordance with a predetermined operating strategy, said strategy including first, second and third modes of operation, wherein in said first mode of operation said first motor is active and said second motor is inactive, in said second mode of operation said first and second motors are active, and in said third mode of operation, said first motor is inactive and said second motor is active.

10. The drive system of claim 9 wherein said drive shaft has a rotational speed associated therewith, and wherein said first mode corresponds to a first condition where said rotational speed is within a first speed interval, wherein said second mode corresponds to a second condition where said rotational speed is within a second speed interval, and wherein said third mode corresponds to a third condition where said rotational speed is within a third speed interval, wherein rotational speeds in said third interval being greater than rotational speeds in said second interval, and wherein rotational speeds in said second interval are greater than speeds in said first interval.

11. The drive system of claim 10 further including a third electric motor defining a redundant motor coupled to said drive shaft through a gear arrangement having third gear ratio associated therewith, said control logic being configured to control said redundant motor in accordance with said operating strategy, said strategy including activating said redundant motor in at least one of said first, second and third modes of operation.

12. The drive system of claim 11 wherein said redundant motor is configured to provide redundancy for one of said first and second electric motors.

13. The drive system of claim 12 wherein said redundant motor is activated when said one of said first and second electric motors is deactivated or is otherwise inoperable.

14. The drive system of claim 12 wherein said redundant motor and said one of said first and second motors are activated simultaneously.

15. The drive system of claim 11 wherein said redundant motor is configured to provide redundancy for both of said first and second electric motors.

16. The drive system of claim 15 wherein said redundant motor is activated when at least one of said first and second motors is deactivated or is otherwise inoperable.

17. The drive system of claim 15 wherein said strategy includes operating said redundant motor across a fourth speed interval that overlaps a plurality of said first, second and third speed intervals.

18. The drive system of claim 11 wherein said first and second motor comprise a first type of electric motor, said redundant motor being a second type of motor different from said first type in at least one characteristic including rated load handling level, continuous or intermittent load rating, efficiency, torque, power, and speed output.

19. The drive system of claim 18 wherein said first and second motors comprise an AC induction type of motor and said redundant motor comprises a DC type of motor.

20. A drive system for a vehicle, comprising:

a first electric motor having first stator and rotor portions;

a second electric motor having second stator and rotor portions;

wherein said second stator portion is coupled to said first rotor portion and said second rotor portion being coupled to a drive shaft configured for connection to a drive arrangement for driving at least one wheel;

an electronic control unit (ECU) and a computer-readable memory coupled thereto;

control logic stored in said memory and configured to be executed by said ECU, said control logic being configured to control said first and second motors in accordance with a predetermined operating strategy, said strategy including first, and second modes of operation, wherein in said first mode of operation, said second motor is active and said first motor is inactive, in said second mode of operation said first and second motors are active.

21. The drive system of claim 20 wherein said first rotor has a first rotational speed taken relative to said first stator, said second rotor has a second rotational speed taken relative to said second stator;

when said first motor is active, said second rotor having composite rotational speed corresponding to the sum of said first and second rotational speeds when said first and second motors are active.

22. In a vehicle, a method of operating an electric motor arrangement configured to deliver power to an output drive shaft, comprising the steps of:

operating the electric motor arrangement in a first, serially-coupled motor configuration in accordance with a set of operating parameters; and

altering the first configuration to a second, parallel-coupled motor configuration when a change in one or more parameters in the set of operating parameters satisfy predetermined configuration-change criteria.

23. The method of claim 22 further including the step of:

altering the second configuration to the first configuration when a further change in one or more operating parameters satisfy predetermined configuration-change criteria.