SE540482C2 - An air compressor drive system - Google Patents

An air compressor drive system

Info

Publication number
SE540482C2
SE540482C2 SE1550525A SE1550525A SE540482C2 SE 540482 C2 SE540482 C2 SE 540482C2 SE 1550525 A SE1550525 A SE 1550525A SE 1550525 A SE1550525 A SE 1550525A SE 540482 C2 SE540482 C2 SE 540482C2
Authority
SE
Sweden
Prior art keywords
air compressor
gearbox
shaft
mode
combustion engine
Prior art date
Application number
SE1550525A
Other versions
SE1550525A1 (en
Inventor
Kettunen Kim
Olsson Carl-Otto
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE1550525A priority Critical patent/SE540482C2/en
Priority to DE102016004658.9A priority patent/DE102016004658B4/en
Priority to BR102016009319A priority patent/BR102016009319A2/en
Publication of SE1550525A1 publication Critical patent/SE1550525A1/en
Publication of SE540482C2 publication Critical patent/SE540482C2/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K25/00—Auxiliary drives
    • B60K25/06—Auxiliary drives from the transmission power take-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/28—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of power take-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/02—Arrangements of pumps or compressors, or control devices therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/10—Buses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)

Abstract

An air compressor drive system (2) in a hybrid vehicle (4), the system comprises an internal combustion engine (6), at least one drivetrain clutch (8), an electrical machine (10), a gearbox (12), and an air compressor control unit (14) configured to generate a control signal (16) for controlling activation of an air compressor (18). The gearbox (12) is provided with an input shaft (20) to which rotational torque is applied from said internal combustion engine (6) and/or said electrical machine (10) when the gearbox (12) is in a driving mode or in a neutral mode. An output shaft (22) coupled to a driving shaft (24) configured to drive wheels (26) of the vehicle (4), or to receive rotational torque from said wheels (26) when the gearbox (12) is in a deceleration mode, and a lay shaft (28) to which at least one power outtake (30) is coupled. The air compressor (18) is coupled to at least one of the power outtakes (30) by an air compressor coupling module (32) for applying rotational torque from the power outtake (30) to the air compressor (18) in order to activate the air compressor in dependence of the control signal (16), and that the lay shaft (28) is configured to continuously rotate when the gearbox (12) is in an active mode.

Description

An air compressor drive system Technical field The present disclosure relates to an air compressor drive system, and also to a method in connection with such a system.
Background Today, one conventional way of driving an air compressor in a hybrid vehicle is to provide a dedicated electrical motor for driving the air compressor, and more particularly, driving the air pump of the air compressor. Thereby it is possible to turn off the combustion engine but still be able to use the air powered systems of the vehicle (e.g. various brakes, bus-kneeling, opening/closing doors, etc.) by using the electrical motor instead.
However, a dedicated electrical motor for driving the compressor adds on to the overall weight of the vehicle, which increases the power consumption and also requires space for the electrical motor which decreases the load capacity of the vehicle, e.g. fewer passengers in case the vehicle is a bus.
One important requirement when operating a hybrid vehicle is to avoid starting the combustion engine in order to activate the air compressor, e.g. when the bus is standing still at a bus-stop and air is required to operate the doors.
In the following some solutions known in the technical field are discussed.
US-2012/014815 relates to a hybrid vehicle provided with a hybrid drive comprising a combustion engine and an electric machine, and clutches connected between a hydraulic pump and the electric machine. The hydraulic pump and an air-conditioning compressor are driven by the electric machine.
In US-5558173 a power train for a vehicle is disclosed, where an electric motorgenerator is operatively connected to power transmission which selectively drives accessories to internal combustion engine such as oil pump, power steering pump and air conditioner pump.
US-2014/018206 relates to a motor vehicle for use with a combustion engine for driving the vehicle. A coupling device is provided that is designed as double coupling for coupling two auxiliary units with the electric machine.
US-2012/167857 discloses a system for providing drive configuration for accessories, e.g. an engine coolant pump, to provide traction power to rear wheels of the vehicle, and provided with a controller including an accessory drive selection module to select electric motor or engine.
In US-2010/273605 is disclosed a power transmission apparatus for a hybrid vehicle comprising a power transmission mechanism having one power split rotor mechanically coupled to drive wheels of the hybrid vehicle, and another power split rotor providing torque to an auxiliary machine.
US-2006/025260 relates to a hybrid vehicle powertrain, including an engine coupled to an input torque device, and a motor/generator of hybrid electromechanical transmission for driving accessory drive gears when the engine is not running.
US-6251042 discloses a hybrid vehicle power train with an integrated motor/generator coupled directly to the engine and which supplies driving power for the vehicle and battery charging current.
And finally, in US-2008/039263 is disclosed a starter alternator accessory drive system for a hybrid vehicle, which has two motor/generators that are controllable to power accessories at selectable rate independent of engine speed and to restart engine while powering accessories.
An object of the present invention is to provide an improved drive for the air compressor of a hybrid vehicle that adds on less weight in comparison to the presently used systems, and that accomplishes that the air compressor may be activated irrespectively of active mode type of the gearbox.
Summary The above-mentioned objects are achieved by the present invention according to the independent claim.
Preferred embodiments are set forth in the dependent claims.
The present invention is based upon the inventors’ insight that when the gearbox of the vehicle is active a lay shaft in the gearbox is rotating and thereby the power outtake driven by the lay shaft is available for driving the air compressor irrespectively how the lay shaft is driven.
Thus, the present invention relates to a concept of driving an air compressor by at least one of the power outtakes of a gearbox, driven by the lay shaft, in a hybrid vehicle. Thus, a separate electrical machine for driving the compressor is obviated.
One advantage with implementing the present invention is that less weight is added on as no dedicated electrical motor is required for the air compressor. Another advantage is that the air compressor may be activated irrespectively of the mode of the gearbox, as long as the gearbox is in an active mode.
This results in that the air compressor may be activated when the gearbox is actively driving the vehicle, both during an acceleration when the combustion engine or the electrical machine provides power to the transmission provided by the gearbox, and during a retardation, e.g. during down-hill, when the power into the gearbox comes from the rolling wheels via the driving shaft.
At standstill the transmission is in neutral mode and is then driven either by the electrical machine or by the combustion engine. The lay shaft is still rotating and then consequently the power outtake(s).
Brief description of the drawings Figure 1 is a schematic illustration of a vehicle provided with an air compressor drive system according to the present invention.
Figure 2 is a block diagram illustrating the air compressor drive system according to the present invention.
Figure 3 is a block diagram illustrating further details air compressor drive system according to the present invention.
Figure 4 is a flow diagram illustrating the method according to the present invention.
Detailed description The invention will now be described in detail with references to the appended figures. Throughout the figures like or similar items have the same reference signs.
With reference to the schematic illustration in figure 1, a hybrid vehicle 4 is illustrated, in this case a bus, comprising an air compressor drive system 2 to provide drive torque to an air compressor 18 being arranged to provide pressurized air to air powered systems (e.g. various brakes, bus-kneeling, opening/closing doors, etc.) of the vehicle. The hybrid vehicle, e.g. a parallel hybrid vehicle, may be a bus, a cargo vehicle, a truck, a car, or any other vehicle provided with an air compressor drive system.
With references to the schematic block diagram of figure 2, the air compressor drive system 2 comprises an internal combustion engine 6, at least one drivetrain clutch 8, an electrical machine 10, a gearbox 12, and an air compressor control unit 14 configured to generate a control signal 16 for controlling activation of the air compressor 18. The activation of the air compressor may be based upon the demand of the various air powered systems of the vehicle. The different requirements of the air powered systems may be available to the air compressor control unit via the CAN-bus of the vehicle, i.e. a standardized vehicle communication bus system for providing communication between units and systems of the vehicle.
The hybrid vehicle is preferably a parallel hybrid vehicle where the combustion engine 6 and the electrical machine 10 are arranged at a common main driving shaft and where the drivetrain clutch is provided between the combustion engine and the electrical machine to selectively connect the combustion engine to the main driving shaft.
The gearbox 12 is provided with an input shaft 20, i.e. the main driving shaft, to which rotational torque is applied from the internal combustion engine 6 and/or said electrical machine 10 when the gearbox 12 is in a driving mode or in a neutral mode.
The gearbox 12 is also provided with an output shaft 22 coupled to a driving shaft 24 configured to drive wheels 26 of the vehicle 4. The output shaft 22 is also configured to receive rotational torque from the wheels 26 when the gearbox 12 is in a deceleration mode, e.g. when the vehicle is running downhill.
A lay shaft 28 is arranged in the gearbox 12 to which at least one power outtake 30 is coupled. The lay shaft is configured to be continuously rotating when the gearbox 12 is in an active mode. The gearbox is in the active mode at least when the gearbox is in a driving mode, a neutral mode, and a deceleration mode.
Generally, a lay shaft is an intermediate shaft within a gearbox that carries gears, but does not transfer the primary drive of the gearbox either in or out of the gearbox. For gearboxes in general, gear clusters mounted on a lay shaft may either turn freely on a fixed shaft, or may be part of a shaft that then rotates in bearings. There may be multiple separate clusters on a shared shaft and these are allowed to turn freely relative to each other. In the typical manual gearbox for a car, the driving shaft (input) is in-line with the driven shaft (output), but not permanently connected to it. A reduction gear on the driving shaft drives the lay shaft. A number of gears on the lay shaft may then be connected, one at a time, to the driven shaft. Selecting each of these gears in turn gives the various ratios of the gearbox. All of these gear ratios are reduction gears, the engine speed being higher than the input speed to the final drive of the rear axle.
Where a power take-off is required, usually for industrial vehicles to drive winches, hydraulic pumps etc., this is often driven from one end of the lay shaft, as this is more accessible shaft than the main shafts, already in use by the drivetrain.
According to the invention the air compressor 18 is coupled to at least one of the power outtakes 30 of the gearbox via an air compressor coupling module 32, for selectively applying rotational torque from the power outtake 30 to the air compressor 18 in order to activate the air compressor in dependence of the control signal 16.
Preferably, the air compressor control unit 14 is configured to activate the air compressor 18 when the gearbox 12 is in the active mode, irrespectively if the gearbox is in a driving mode, in a neutral mode, or in a deceleration mode.
Advantageously, the air compressor control unit 14 is configured to generate the control signal 16 to activate the air compressor 18 when the gearbox 12 is in a deceleration mode and the internal combustion engine 6 and the electrical machine 10, respectively, is in an off state. In this case the output shaft 22 receives a rotational torque from the wheels that in turn is applied to the lay shaft which drives the power outtake(s).
The air compressor coupling module 32 may a separate part or may be an integral part of either the air compressor or the gearbox and provides for firm attachment of the air compressor 18 to the gear box 12 by attachment members (not shown). The attachment members may e.g. comprise one or many bolts, or any equivalent fastening members, to secure the air compressor to the housing of the gearbox.
In the following three different scenarios will be outlined. 1. Normal duty - driving on road.
Two typical situations may apply. Firstly, the combustion engine 6 is running and coupled to the main shaft by the drivetrain clutch 8. The electrical machine 10 is off and the input shaft 20 to the gearbox 12 is turning. In addition the lay shaft 28 and the power outtake 30 is turning. The air compressor coupled to the power outtake of the lay shaft is on.
Secondly, the combustion engine 6 instead is off, the drivetrain clutch being deactivated and the vehicle is driven by the electrical machine that is on. The input shaft 20 to the gearbox 12 is turning, the lay shaft 28 is turning and the power outtake coupled to the air compressor applies rotational torque to the air compressor that is activated, i.e. on. 2. At stand still, e.g. at a bus stop or waiting for traffic light.
Also in this scenario, two main alternatives exist.
In a first alternative, the combustion engine 6 is running and coupled to the main shaft by the drivetrain clutch 8. The electrical machine 10 is in its off state and the input shaft 20 to the gearbox 12 is turning. The gearbox is in its neutral mode. The lay shaft 28 and the power outtake 30 are turning and the air compressor coupled to the power outtake of the lay shaft is on.
In the second alternative, the combustion engine 6 instead is off, the drivetrain clutch being deactivated and the electrical machine is on. The gearbox is in its neutral mode. The input shaft 20 to the gearbox 12 is turning, the lay shaft 28 is turning and the power outtake coupled to the air compressor applies rotational torque to the air compressor that is activated, i.e. on. 3. Deceleration, e.g. during braking, or downhill.
Both the combustion engine 6 and the electrical machine 10 are in their off state. The drivetrain clutch may be in its activated or deactivated state. The output shaft 22 of the gearbox 12 is turning due to the rotational torque from the wheels via the driving shaft 24. Thereby, the lay shaft 28 is rotating and rotational torque is available at the power outtake for driving the air compressor.
With references to the flow diagram in figure 4 a method in connection with an air compressor drive system in a hybrid vehicle will be disclosed.
As disclosed above, the air compressor drive system comprises an internal combustion engine, at least one drivetrain clutch, an electrical machine, a gearbox, and an air compressor control unit configured to generate a control signal for controlling activation of the air compressor. It is herein referred to the above description of the system.
Furthermore, the gearbox is provided with an input shaft to which rotational torque is applied from the internal combustion engine and/or the electrical machine when the gearbox is in a driving mode or in a neutral mode. An output shaft coupled to a drive shaft configured to drive wheels of the vehicle is provided. The output shaft is also arranged to receive rotational torque from the wheels when the gearbox is in a deceleration mode.
In the gearbox is also arranged a lay shaft to which at least one power outtake is coupled. More specifically, the lay shaft is configured to be continuously rotating when the gearbox is in an active mode. The active mode of the gearbox comprises at least a driving mode, a neutral mode, and a deceleration mode.
Thus, in figure 4 the method is schematically illustrated by a flow diagram, and comprises the steps of: - - coupling the air compressor to at least one of the power outtakes by an air compressor coupling module, - activating the air compressor in dependence of the control signal, and - applying rotational torque from the power outtake to the air compressor.
Preferably, the method comprises activating the air compressor when the gearbox is in the active mode, irrespectively if the gearbox is in a driving mode, in a neutral mode, or in a deceleration mode.
In a preferred embodiment the method comprises generating a control signal to activate the air compressor when the gearbox is in a deceleration mode and the internal combustion engine and the electrical machine, respectively, is in an off state.
The present invention also relates to a computer program P (see figures 2 and 3) that comprises a computer program code to cause an air compressor drive system as defined above, or a computer connected to the system, to perform the method which is discussed above.
Furthermore, a computer program product comprising a computer program code stored on a computer-readable medium to perform the method as defined herein, when the computer program code is executed by an air compressor drive system as defined herein, or by a computer connected to the air compressor drive system.
The present invention is not limited to the above-described preferred embodiments. Various alternatives, modifications and equivalents may be used. Therefore, the above embodiments should not be taken as limiting the scope of the invention, which is defined by the appending claims.
List of reference signs 2 Air compressor drive system 4 Hybrid vehicle 6 Internal combustion engine 8 Drivetrain clutch Electrical machine 12 Gearbox 14 Air compressor control unit 16 Control signal 18 Air compressor Input shaft 22 Output shaft 24 Driving shaft 26 Drive wheels 28 Lay shaft Power outtake 32 Air compressor coupling module

Claims (5)

Claims
1. An air compressor drive system (2) in a hybrid vehicle (4), the system comprises an internal combustion engine (6), at least one drivetrain clutch (8), an electrical machine (10), a gearbox (12), and an air compressor control unit (14) configured to generate a control signal (16) for controlling activation of an air compressor (18), the gearbox (12) is provided with an input shaft (20) to which rotational torque is applied from said internal combustion engine (6) and/or said electrical machine (10) when the gearbox (12) is in a driving mode or in a neutral mode, an output shaft (22) coupled to a driving shaft (24) configured to drive wheels (26) of the vehicle (4), or to receive rotational torque from said wheels (26) when the gearbox (12) is in a deceleration mode, and a lay shaft (28) to which at least one power outtake (30) is coupled, wherein the lay shaft (28) is an intermediate shaft within the gearbox (12) driven by the input shaft (20) and connected to the output shaft (22), characterzed in that the layshaft (28) is configured to be continuously rotating when the gearbox (12) is in an active mode of the gearbox (10) comprising a driving mode, a neutral mode, and a deceleration mode and wherein said air compressor (18) is coupled to at least one of said power outtakes (30) by an air compressor coupling module (32) for applying rotational torque from said power outtake (30) to the air compressor (18) in order to activate the air compressor in dependence of said control signal (16), wherein said control unit (14) is configured to generate the control signal (16) to activate said air compressor (18) when said gearbox (12) is in a deceleration mode and said internal combustion engine (6) and said electrical machine (10), respectively, is in an off state.
2. A method in connection with an air compressor drive system in a hybrid vehicle, the system comprises an internal combustion engine, at least one drivetrain clutch, an electrical machine, a gearbox, and an air compressor control unit configured to generate a control signal for controlling activation of said air compressor, the gearbox is provided with an input shaft to which rotational torque is applied from said internal combustion engine and/or said electrical machine when the gearbox is in a driving mode or in a neutral mode, an output shaft coupled to a driving shaft configured to drive wheels of the vehicle, or to receive rotational torque from said wheels when the gearbox is in a deceleration mode, and a lay shaft to which at least one power outtake is coupled, wherein the lay shaft (28) is an intermediate shaft within the gearbox (12) driven by the input shaft (20) and connected to the output shaft (22), so that it is configured to be continuously rotating when the gearbox (12) is in an active mode of the gearbox (10) comprising a driving mode, a neutral mode, and a deceleration mode and wherein said method comprises the steps of: - coupling said air compressor to at least one of said power outtakes by an air compressor coupling module; - activating the air compressor in dependence of said control signal, and - applying rotational torque from said power outtake to the air compressor, characterised in the step of - generating a control signal to activate said air compressor when said gearbox is in a deceleration mode and said internal combustion engine and said electrical machine, respectively, is in an off state.
3. A vehicle comprising an air compressor drive system according to claim 1.
4. A computer program P, wherein said computer program P comprises a computer program code to cause an air compressor drive system according to claim 1, or a computer connected to said system, to perform the method according to claim 2.
5. A computer program product comprising a computer program code stored on a computer-readable medium to perform the method according to claim 2, when the computer program code is executed by an air compressor drive system, or by a computer connected to the air compressor drive system, according to claim 1.
SE1550525A 2015-04-29 2015-04-29 An air compressor drive system SE540482C2 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
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US5558173A (en) 1993-09-23 1996-09-24 General Motors Corporation Integrated hybrid transmission with mechanical accessory drive
US6251042B1 (en) 1999-11-05 2001-06-26 General Motors Corporation Hybrid powertrain with an integrated motor/generator
DE10011343A1 (en) 2000-03-10 2001-09-13 Bosch Gmbh Robert Automobile auxiliary drive device e.g. for air-conditioning compressor has electric machine between clutch coupling drive device to engine output shaft and drive transmission
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