Hybrid vehicle drive system and method and idle reduction system and method

• US 9,751,518 B2
• Filed: 12/08/2014
• Issued: 09/05/2017
• Est. Priority Date: 07/12/2007
• Status: Active Grant

• Current Assignee: Power Technology Holdings LLC
• Original Assignee: Power Technology Holdings LLC
• Inventors: Dalum, Joseph Thomas, Ambrosio, Joseph Mario
• Primary Examiner(s): SWENSON, BRIAN L
• Application Number:
  US14/563,878
• Publication Number:
  US 20150158483A1
• Time in Patent Office: 1,002 Days
• Field of Search: 180 6522, 180 6525, 180 6523, 180 6526, 180 65275, 180 65285, 180367
• CPC Class Codes: B60K 1/02 comprising more than one electric motor
• CPC Class Codes: B60K 17/28 characterised by arrangement, location, or type of power take-off
• CPC Class Codes: B60K 2025/065 the transmission being fluidic, e.g. hydraulic
• CPC Class Codes: B60K 25/00 Auxiliary drives B60K16/00 takes precedence; arrangements of tyre-inflating pumps mounted on vehicles B60C23/10; driving tyre-inflating pumps B60C; driving engine auxiliaries F02B
• CPC Class Codes: B60K 25/06 from the transmission power take-off transmissions having power-take-off B60K17/28
• CPC Class Codes: B60K 6/12 by means of a chargeable fluidic accumulator
• CPC Class Codes: B60K 6/28 characterised by the electric energy storing means, e.g. batteries or capacitors
• CPC Class Codes: B60K 6/442 Series-parallel switching type
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60L 1/00 Supplying electric power to auxiliary equipment of vehicles circuit arrangements for charging batteries H02J7/00
• CPC Class Codes: B60L 1/003 to auxiliary motors, e.g. for pumps, compressors
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 50/90 using propulsion power supplied by specific means not covered by groups B60L50/10 - B60L50/50, e.g. by direct conversion of thermal nuclear energy into electricity
• 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 10/10 including control of change-speed gearings
• CPC Class Codes: B60W 10/18 including control of braking systems
• CPC Class Codes: B60W 10/30 including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
• 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 20/10 Controlling the power contribution of each of the prime movers to meet required power demand
• CPC Class Codes: B60W 20/20 : Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
• CPC Class Codes: B60W 30/1888 : Control of power take off [PTO]
• CPC Class Codes: B60Y 2200/14 : Trucks; Load vehicles, Busses
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• 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 90/16 : Information or communication technologies improving the operation of electric vehicles
• CPC Class Codes: Y10S 903/93 : Conjoint control of different elements
• CPC Class Codes: Y10T 29/49009 : Dynamoelectric machine

Abstract

A hybrid vehicle drive system for a vehicle includes a first prime mover, a first prime mover driven transmission, and a rechargeable power source. The hybrid vehicle drive system further includes an interface between the transmission and the prime mover for coupling to an electric motor. The electric motor can be in direct or indirect mechanical communication with a hydraulic pump. The electric motor can receive power from the prime mover driven transmission through the interface.

Claims

1. A method of retrofitting a vehicle power drive system, the vehicle power drive system comprising an internal combustion engine connected through a transmission to drive wheels of the vehicle, said transmission having a power take off (PTO), the method comprising:

connecting an electric motor and a hydraulic pump to the PTO via a through shaft, the through shaft being provided through one of the hydraulic pump or the electric motor; and

providing a vehicle monitoring and control system (VMCS) and an energy storage system for the electric motor to form a parallel drive system, wherein the VMCS controls the parallel drive system to recharge the energy storage system.

2. The method of claim 1, wherein the PTO is connected to a torque converter in the transmission.

3. The method of claim 2, wherein the VMCS interfaces with an original equipment manufacturers (OEM) vehicle data system in order to eliminate or reduce regenerative braking based on anti-lock or traction control.

4. The method of claim 1, wherein the VMCS monitors accelerator pedal position, engine throttle position, battery voltage, vehicle speed, and torque request to determine amount and frequency of power being applied to the PTO for maintaining vehicle drivability and optimizing overall efficiency, and wherein the transmission shifts through each gear, the transmission provides a signal over a vehicle network to the VMCS in order to provide an advanced notice of a shift event, wherein the VMCS receives the signal providing the advanced notice of the shift event and based upon the signal and the pedal position can increase or decrease the power provided to the electric motor, allowing for smoother and more efficient shifting, thereby enhancing the vehicle ride and reducing fuel consumption.

5. The method of claim 1, wherein the VMCS monitors accelerator pedal position, engine throttle position, battery voltage, vehicle speed, and torque request to determine amount and frequency of power being applied to the PTO for maintaining vehicle drivability and optimizing overall efficiency, and wherein the VMCS tunes the amount of power provided for launch assist and regenerative braking power applied in the forward and/or reverse direction, wherein further said VMCS has a tuning chart having a setting for each gear, the settings including pedal position vs. positive or negative torque applied, battery voltage vs. torque provided, torque provided vs. state of charge (SOC), and driver inputs including a system disable.

6. The method of claim 5 wherein the transmission shifts through each gear, wherein the transmission provides a signal over a vehicle network to the VMCS in order to provide an advanced notice of a shift event, wherein the VMCS receives the signal providing the advanced notice of the shift event and based upon the signal and the pedal position can increase or decrease the power provided to the electric motor, allowing for smoother and more efficient shifting, hereby enhancing the vehicle ride and reducing fuel consumption.

7. The method of claim 5, wherein the hydraulic pump is a load sense or variable displacement pump and the hydraulic pump is disposed in an end shaft configuration.

8. The method of claim 5, further comprising coupling an accessory device to the electric motor.

9. The method of claim 1, wherein the VMCS monitors accelerator pedal position, engine throttle position, battery voltage, vehicle speed, and torque request to determine amount and frequency of power being applied to the PTO for maintaining vehicle drivability and optimizing overall efficiency.

10. The method of claim 1 wherein the transmission shifts through each gear, wherein the transmission provides a signal over a vehicle network to the VMCS in order to provide advanced notice of a shift event, wherein the VMCS receives the signal providing the advanced notice of a the shift event and based upon the signal and the pedal position can increase or decrease the power provided to the electric motor, allowing for smoother and more efficient shifting, hereby enhancing the vehicle ride and reducing fuel consumption.