Electric traction system and method

• US 8,668,035 B2
• Filed: 08/08/2008
• Issued: 03/11/2014
• Est. Priority Date: 03/14/2006
• Status: Active Grant

• Current Assignee: Clean Emissions Technologies, Inc.
• Original Assignee: Clean Emissions Technologies, Inc.
• Inventors: Bradley, Bill C., Diehl, Joel Craig, Harris, Dan, Harris, Warner Allen, Harris, Warner Olan, Nortman, Peter, Turnbow, Wayne
• Primary Examiner(s): Walters, John
• Assistant Examiner(s): TRIGGS, JAMES J
• Application Number:
  US12/933,415
• Publication Number:
  US 20110031050A1
• Time in Patent Office: 2,041 Days
• Field of Search: 180/53.6, 180/53.61, 180/53.62, 180/53.7, 180/165, 180/54.1, 180/65.25, 180/65.26, 180/65.29, 180/65.31, 701/22, 701/53, 701/54
• US Class Current: 180/65.22
• CPC Class Codes: B60L 1/003 to auxiliary motors, e.g. for pumps, compressors
• CPC Class Codes: B60L 1/06 using only one supply
• CPC Class Codes: B60L 15/2045 for optimising the use of energy
• CPC Class Codes: B60L 2200/36 Vehicles designed to transport cargo, e.g. trucks
• CPC Class Codes: B60L 2240/34 Cabin temperature
• CPC Class Codes: B60L 2240/445 Temperature
• CPC Class Codes: B60L 2240/62 Vehicle position
• CPC Class Codes: B60L 2240/622 by satellite navigation
• CPC Class Codes: B60L 2240/70 Interactions with external data bases, e.g. traffic centres
• CPC Class Codes: B60L 2270/40 related to technical updates when adding new parts or software
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 58/40 for controlling a combination of batteries and fuel cells
• 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 20/12 using control strategies taking into account route information estimation or calculation of non-directly measurable driving parameters B60W40/00
• CPC Class Codes: B60W 2556/50 of positioning data, e.g. GPS [Global Positioning System] data
• CPC Class Codes: G06Q 50/40 Business processes related to the transportation industry shipping G06Q10/083
• CPC Class Codes: G08G 1/096741 where the source of the transmitted information selects which information to transmit to each vehicle
• CPC Class Codes: G08G 1/096775 where the origin of the information is a central station
• 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
• CPC Class Codes: Y02T 90/16 : Information or communication technologies improving the operation of electric vehicles
• CPC Class Codes: Y02T 90/40 : Application of hydrogen technology to transportation, e.g. using fuel cells
• CPC Class Codes: Y10T 29/49716 : Converting

Abstract

A power exchange unit (PXU) is coupled to an existing manual transmission of a vehicle via a PTO port. An electric motor generator coupled to the PXU. A battery is electrically coupled to the motor generator for supplying power to propel the vehicle. A control unit is coupled to the motor generator and the battery and configured to switch operation of the vehicle between first and second modes, wherein in the first mode an internal combustion engine of the vehicle propels the vehicle, and in the second mode the motor generator propels the vehicle in a motoring mode.

Claims

1. A method of retrofitting a vehicle comprising:

installing a power exchange unit (PXU) coupled to an existing manual transmission of the vehicle via a PTO port;

installing an electric motor generator coupled to the PXU;

installing a battery electrically coupled to the motor generator for supplying power to propel the vehicle;

installing a control unit coupled to the motor generator and the battery and configured to switch operation of the vehicle between first and second modes, wherein in the first mode an internal combustion engine of the vehicle propels the vehicle, and in the second mode the motor generator propels the vehicle in a motoring mode.

2. In a vehicle with a manual transmission having a transfer gear accessible via a power take off (PTO) port, a retrofit apparatus comprising:

an electric traction motor-generator (ETMG) mechanically coupled to the transmission transfer gear via a power exchange unit (PXU) through the PTO port, the ETMG electrically connected to a battery; and

a controller configured to operate the vehicle in i) an internal combustion engine mode (ICE mode), wherein the ICE provides mechanical power via the transfer gear and the PXU to the ETMG for driving the ETMG as an electric generator to produce and store an electrical charge in the battery, and ii) an electric traction motor mode (ET mode), wherein the ICE is powered off, and the stored electrical charge from the battery energizes the ETMG as an electric motor to provide mechanical power via the transfer gear and the PXU to the manual transmission for propelling the vehicle, wherein the controller is configured to automatically switch operation of the vehicle between ICE and ET modes, and wherein the controller is configured to automatically switch operation of the vehicle between ICE and ET modes responsive to predetermined driving and battery conditions.

3. The retrofit apparatus of claim 2, wherein the transmission has an oil pan below a housing of the transmission, the oil pan being bolted to the housing of the transmission via oil-pan-bolt-holes in the housing, and wherein the retrofit apparatus comprises:

a bracket bolting the PXU to the housing of the transmission, the bracket configured to fit over the oil pan and encompassing holes configured to align to the oil-pan-bolt-holes.

4. The retrofit apparatus of claim 2, wherein the predetermined driving conditions include vehicle speed below 18 MPH and a drive train torque condition below 150 ft. lbs., and the predetermined battery condition includes a state of charge of the battery above 40%.

5. The retrofit apparatus of claim 2, wherein the predetermined driving conditions include vehicle speed below 40 MPH and a drive train torque condition below 150 ft. lbs., and the predetermined battery condition includes a state of charge of the battery above 30%.

6. The retrofit apparatus of claim 2, wherein the controller is configured to switch operation of the vehicle to the ICE mode to recharge the battery responsive to an input indicating that the vehicle has a heading toward a geographic zone where ICE operation is limited by a regulatory authority.

7. The retrofit apparatus of claim 2, wherein the controller is configured to automatically switch operation of the vehicle between the ET mode and the ICE mode responsive to the vehicle traveling at a predetermined vehicle speed.

8. The retrofit apparatus of claim 7, wherein the controller is configured to select the predetermined vehicle speed of switching in response to receipt of a manual input or a measurement of a vehicle load.

9. The retrofit apparatus of claim 2, wherein the controller is configured to determine vehicle load responsive to receipt of a predetermined measurement from a strain gauge or a predetermined pattern of vehicle traveling speed.

10. The retrofit apparatus of claim 9, wherein predetermined pattern of vehicle traveling speed includes a measured time between predetermined vehicle speeds with the transmission operating in a predetermined shifting gear.

11. The retrofit apparatus of claim 2, wherein the controller is configured to automatically switch operation of the vehicle between the ICE mode and the ET mode responsive to a predetermined torque measured in a drive train of the vehicle.

12. The retrofit apparatus of claim 2, wherein the controller is configured to automatically switch operation of the vehicle between the ICE mode and the ET mode responsive to a state of charge stored in the battery.

13. The retrofit apparatus of claim 2, wherein the PXU comprises one or more gears providing a fixed gear ratio between the transmission transfer gear and the ETMG, so that the ETMG operates as the electric generator and the electric motor over essentially the same speed range.

14. The retrofit apparatus of claim 2, wherein a gear ratio between the ETMG and the transmission transfer gear is in a range of 2.0:

1 to 2.5;

1.

15. The retrofit apparatus of claim 13, wherein the fixed gear ratio is such that for a range of 0 to a predetermined full speed ICE rotation, the ETMG operates in a range of 0-4000 RPM the fixed gear ratio is configured to operate the ETMG in a range of 0-4000 RPM in the mode.

16. the retrofit apparatus of claim 2, wherein the PXU has a torque rating of at least 500 ft-lbs and a speed rating of at least 5000 RPM.

17. The retrofit apparatus of claim 2, wherein the PXU has a torque rating of at least 735 ft-lbs and a speed rating of at least 4500 RPM.

18. The retrofit apparatus of claim 2, wherein the ETMG is permanently coupled to the one or more gears of the PXU.

19. The retrofit apparatus of claim 2, wherein the controller is configured to deliver an ICE demand signal to the ICE and an ET demand signal to the ETMG responsive to a sensed determination of a physical position of an accelerator pedal, the controller further configured to modify deliveries of the ICE demand signal and the ET demand signal as a function of a received signal indicating a shifting gear transitioning state of the manual transmission, in order to facilitate a smooth transition between selected shifting gears.

20. The retrofit apparatus of claim 2, wherein the controller is configured to deliver an ICE demand signal to the ICE and an ET demand signal to the ETMG responsive to a sensed determination of a physical position of an accelerator pedal, and wherein within a predetermined range of physical positions of the accelerator pedal, the controller is configured to respond to the physical position of the accelerator pedal for generating a first set of the demand signals, and within another predetermined range of physical positions of the accelerator pedal, the controller is configured to respond to the physical position of the accelerator pedal for generating a second set of the demand signals, wherein the first set causes the ETMG to generate electrical power and the second set causes the ETMG to generate mechanical torque.

21. The retrofit apparatus of claim 2, wherein the vehicle has a clutch coupled between the ICE and the transmission, and the controller is configured to switch to the ICE mode from the ET mode according to an automatic sequence that includes i) increasing rotational speed of the ICE to at least a predetermined fixed rotational speed by generating a fixed speed ICE demand signal component in order to match rotational speed of the transmission and ii) engaging the clutch responsive to detecting the predetermined ICE rotational speed.

22. The retrofit apparatus of claim 21, wherein the controller is configured to respond to a sensed determination of a physical position of an accelerator pedal and to operate in a synchro blending mode after the controller causes the clutch to engage, wherein in the synchro blending mode the fixed speed ICE demand signal component is blended for a predetermined time with an ICE demand signal component generated by the controller responsive to the physical position of the accelerator pedal.

23. The retrofit apparatus of claim 22, wherein the controller is configured to operate in an ICE control mode after the synchro blending mode, wherein in the ICE control mode the controller generates the ICE demand signal responsive to the physical position of the accelerator pedal position and generates an ET demand signal to control charging of the battery by the ETMG, wherein the ET demand signal in the ICE control mode depends on a state of charge of the battery and the physical position of the accelerator pedal position, except that if the battery is below a predetermined state of charge the ET demand signal in the ICE control mode demands at least a fixed amount of charging by the ETMG independently of the accelerator pedal position.

24. The retrofit apparatus of claim 19, wherein the apparatus includes a manual signaling device on a shift lever of the manual transmission for initiating the shifting gear transitioning signal.

25. The retrofit apparatus of claim 19, wherein the controller is configured to respond to detecting the shifting gear transitioning signal initiated by the manual signaling device by attenuating a response of the controller to the physical position of the accelerator pedal for generating the ICE or ET demand signal.