Constant-ratio independent series-parallel hybrid drivetrain for a plug-in electric vehicle

• US 8,695,738 B2
• Filed: 03/25/2010
• Issued: 04/15/2014
• Est. Priority Date: 03/30/2009
• Status: Active Grant

• Current Assignee: Diala Nassif Jordan
• Original Assignee: Diala Nassif Jordan
• Inventors: Jordan, Diala Nassif
• Primary Examiner(s): Walters, John
• Assistant Examiner(s): TRIGGS, JAMES J
• Application Number:
  US12/661,819
• Publication Number:
  US 20100252342A1
• Time in Patent Office: 1,482 Days
• Field of Search: 180/65.21, 180/65.1, 180/65.245, 180 6525- 6529, 180/65.31, 180 65275- 65285, 701/22
• US Class Current: 180/65.25
• CPC Class Codes: B60K 1/02 comprising more than one electric motor
• CPC Class Codes: B60K 6/442 Series-parallel switching type
• CPC Class Codes: B60K 6/52 Driving a plurality of drive axles, e.g. four-wheel drive
• 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 10/101 Infinitely variable gearings
• CPC Class Codes: B60W 10/11 Stepped gearings
• 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 20/30 Control strategies involving selection of transmission gear ratio control of change speed gearings, together with other vehicle sub-units B60W10/10; HEV transmission gearing B60K6/36; gearings and control thereof F16H
• CPC Class Codes: B60W 2510/244 Charge state
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2540/12 Brake pedal position
• CPC Class Codes: Y02T 10/62 Hybrid vehicles

Abstract

A drivetrain for a plug-in hybrid vehicle which uses constant gear ratios, rather than any type of multi-gear transmission (traditional transmission gears or CVT) to power the driven wheels in order to increase drivetrain efficiency. A transmission is not a necessary drivetrain component for vehicles with an electric motor/generator (EMG). The EMG is the only mechanical power source until highway speeds are achieved. At that time, the driver may choose to activate and engage the small internal combustion engine (ICE) and the EMG is usually electrically disconnected so that it does not regeneratively charge the vehicle batteries using the power created by the ICE. Constant gear ratios may be achieved by a mechanical gearing system or by a belt drive system. This drivetrain is only for plug-in hybrid vehicles where the batteries are primarily charged by AC electrical outlet or solar (photovoltaic) cells.

Claims

1. A plug-in hybrid drivetrain for a vehicle comprising:

a) a reversible electric motor operable as a generator;

b) at least two driven wheels;

c) a gearbox with a constant (non-variable) gear ratio for the electric motor which is always mechanically connected to both the electric motor and the driven wheels and which contains a constant-ratio gear mechanism;

d) an internal combustion engine with its own electrical starter;

e) an actuator which engages the internal combustion engine to the driven wheels;

f) a belt drive or mechanical gears with a constant (non-variable) gear ratio for the internal combustion engine selectively mechanically connecting the internal combustion engine to the driven wheels via the actuator;

g) a battery pack chargeable from an AC electrical outlet or photovoltaic solar panels;

h) a digital motor controller/inverter which controls the electric motor efficiency, power, torque, rotational speed, and direction; and

i) a switch between the battery pack and the electric motor.

2. The drivetrain of claim 1, wherein said electric motor and its gearbox are continuously mechanically connected to the rear wheels of a vehicle and the internal combustion engine and its belt drive or mechanical gears are mechanically connectable to and disconnectable from the rear wheels of a vehicle.

3. The drivetrain of claim 1, wherein said electric motor and its gearbox are continuously mechanically connected to the front wheels of a vehicle and the internal combustion engine and its belt drive or mechanical gears are mechanically connectable to and disconnectable from the front wheels of a vehicle.

4. The drivetrain of claim 1, wherein said electric motor and its gearbox are continuously mechanically connected to the front wheels of a vehicle and the internal combustion engine and its belt drive or mechanical gears are mechanically connectable to and disconnectable from the rear wheels of a vehicle.

5. The drivetrain of claim 1, wherein said electric motor and its gearbox are continuously mechanically connected to the rear wheels of a vehicle and the internal combustion engine and its belt drive or mechanical gears are mechanically connectable to and disconnectable from the front wheels of a vehicle.

6. A drivetrain for a hybrid electric vehicle comprising:

a) a plurality of wheels;

b) a gearbox with a constant (non-variable) gear ratio which contains a first constant ratio gear mechanism;

c) an electric motor continuously mechanically connected to at least one of said wheels through said gearbox;

d) a second constant ratio gear mechanism or a constant ratio belt drive;

e) an engagement device; and

f) an internal combustion engine selectively mechanically connected to at least one of said wheels through said second constant ratio gear mechanism or belt drive and said engagement device, wherein

g) said electric motor and said internal combustion engine are independently operable to drive a hybrid electric vehicle through the respective at least one connected wheel.

7. The drivetrain as in claim 6 and further including a battery pack electrically connected to said electric motor.

8. The drivetrain as in claim 7 wherein said electric motor is an alternating current electric motor electrically connected to said battery pack through a digital motor controller/inverter.

9. The drivetrain as in claim 8 wherein said electric motor is selectively operable as a generator to charge said battery pack when the hybrid vehicle is in motion and said electric motor is not driving the hybrid electric vehicle.

10. The drivetrain as in claim 6 wherein said electric motor is reversible.

11. The drivetrain as in claim 6 wherein said battery pack is chargeable from an AC electrical outlet or photovoltaic solar panels.

12. The drivetrain as in claim 6 wherein said engagement device is selected from the group consisting of a threaded mechanical actuator, a splined mechanical actuator, a friction clutch, a mechanical clutch, a spring clutch and an optical logic-controlled engagement device.

13. The drivetrain as in claim 6 wherein said plurality of wheels includes at least one front wheel and at least one rear wheel.

14. The drivetrain as in claim 13 wherein said electric motor is continuously connected to said at least one front wheel and said internal combustion engine is selectively connected to said at least one front wheel.

15. The drivetrain as in claim 13 wherein said electric motor is continuously connected to said at least one rear wheel and said internal combustion engine is selectively connected to said at least one rear wheel.

16. The drivetrain as in claim 13 wherein said electric motor is continuously connected to said at least one rear wheel and said internal combustion engine is selectively connected to said at least one front wheel.

17. The drivetrain as in claim 13 wherein said electric motor is continuously connected to said at least one front wheel and said internal combustion engine is selectively connected to said at least one rear wheel.

18. A drivetrain for a hybrid electric vehicle comprising:

a) a plurality of wheels;

b) a first constant ratio gear mechanism;

c) an alternating current electric motor continuously mechanically connected to at least one of said wheels through said first constant ratio gear mechanism;

d) a battery pack;

e) a digital motor controller/inverter interfacing said electric motor with said battery pack, said digital motor controller/inverter converting direct current from said battery pack to alternating current usable by said electric motor and controlling operation of said electric motor through a range of operating speeds;

e) a second constant ratio gear mechanism or a constant ratio belt drive;

f) a clutch; and

g) an internal combustion engine selectively mechanically connected to at least one of said wheels through said second constant ratio gear mechanism or belt drive and said clutch, said internal combustion engine having a power curve, wherein

h) said electric motor and said internal combustion engine are independently operable to drive a hybrid electric vehicle through the respective at least one connected wheel.

19. The drivetrain as in claim 18 wherein said first constant ratio gear mechanism has a ratio selected to convert said range of operating speeds of said electric motor to a ground speed of the hybrid electric vehicle ranging from rest to a highway speed of approximately 85 miles per hour with only said electric motor operating to drive the respective at least one wheel.

20. The drivetrain as in claim 18 wherein said second constant ratio gear mechanism or belt drive has a ratio selected to convert a range of operating speeds of said internal combustion engine within said power curve to a ground speed of the hybrid electric vehicle ranging from approximately 40 miles per hour to a designed top speed of the hybrid electric vehicle with only said internal combustion engine operating to drive the respective at least one wheel.