BG2071U1 - Parallel hybrid drive system of a vehicle - Google Patents

Abstract

The parallel hybrid drive system, which is shown in fig. 1, has a front pair of wheels (5 and 6) connected by axles (4) and a differential (3) with an engine (1), and the rear pair of wheels (13 and 14) through axles (11 and 12) and a differential (10), is connected to an electric motor/generator (9). Couplings (7 and 8) are mounted between the engine (1) and the front wheels (5 and 6), which are connected by the axels (4) and a differential (3). Between the electric motor/generator (9) and the rear wheels (13 and 14), there are spline couplings (15 and 16), which are connected by the axels (11 and 12) and a differential (10). The engine (1) can be an internal combustion engine or a hydrogen engine, consisting of hydrogen fuel cells (26), an electric motor/generator (27), and a planetary clutch (28). The axels (4, 11 and 12) are connected to the wheels (5, 6, 13 and 14) by a sliding synchronizing disk with permanent magnets and a fixed synchronizing disk with permanent magnets, which are mounted on the spline end of the axles to the opening of the spline couplings (7, 8, 15 and 16), which have a housing rigidly connected to the wheels.

Description

(54) PARALLEL HYBRID VEHICLE DRIVE SYSTEM

Field of application

The utility model is a transmission with parallel hybrid drive and refers to the field of hybrid vehicles.

BACKGROUND OF THE INVENTION

Hybrid propulsion systems [1, 2, 3, 4] are known, which use different energy sources under different operating conditions for the movement of vehicles. In these, the parallel hybrid drive system typically has an internal combustion engine, which is a diesel or gasoline engine, as well as one or more electric motors / generators. They have different operating modes, such as an internal combustion engine-only mode or an electric-only mode, as well as an electrically variable mode of operation, which are established by engaging the brakes and / or clutches in various combinations with which they control the internal combustion engine or the electric motor / generator. During combined driving mode, when the clutch has disconnected the electric motor / generator from the propulsion system and the vehicle is operating in regenerative mode corresponding to braking, the regenerative electricity is sent and stored in the battery. A patent is known [5] in which a detailed analysis of various aspects of hybrid propulsion for vehicles is presented. The author concludes that parallel hybrid systems are preferable, at least when they are intended for general use, for example in clean electric vehicle mode, they can be useful under certain narrow conditions at low speed, limited range of driving, etc. The different shapes and modifications of parallel hybrid systems are compared and it is concluded that the most practical is one type in which an internal combustion engine drives the first pair of wheels and an electric motor / generator drives the second pair of wheels, proving that the mechanical combination of torque from an internal combustion engine and electric motors, as in patents [1,2,3,4] is impractical, expensive and energy consuming. The main claims of [5] are for a parallel hybrid vehicle system in which an electric motor / 5 generator that is sensitive to the torque of the internal combustion engine or to the torque of the wheels (ie during regenerative braking) ) and which starts the internal combustion engine, is controlled not only 10 to start the internal combustion engine, but can be used as a generator to charge the battery or as a source of additional torque to drive the road wheels of the vehicle, by the clutch so that 15 the internal combustion engine can be detached from the wheels during starting and charging of the battery, but can also be connected to the wheels for driving the vehicle. The further disclosure of the claims states that 20 the mode of operation of the vehicle - that is, the choice of the source of torque required to drive the vehicle, is determined based on the amount of torque required. In this way, the correct combination of engine traction and starting of the internal combustion engine is always available.

Closest to the proposed utility model is a patent [6], in which there is a variant (Fig. 10) with a rotating 30 gear with a variator, where the parallel hybrid transmission drives the four wheels of the vehicle. In this embodiment, the front road wheels, which are the main wheels associated with the control of the vehicle, are driven by an internal combustion engine, and the rear wheels, i. the auxiliary wheels associated with the movement of the vehicle may be driven by an electric motor / generator by means of a mechanical rotary apparatus 40.

Slotted clutches are known which are located in the hubs of the front wheels of the vehicle [7]. Their purpose is to turn the wheels on and off the front axles. With 45 clutches disengaged, the wheels rotate freely without rotating the front axles and other front-wheel drive parts. With connectors on, ie. in 4x4 mode, the front wheels are connected to the internal combustion engine. 50 The goal is to save fuel, because when it is not

2071 UI requires four-wheel drive, no need for the front axles and gearbox to rotate in vain and generate friction losses. Only the rear wheels are driven by the rear axles and the rear differential. The clutches 5 are switched on only when necessary - when driving in rough terrain, mud, ice, etc., so they are used in off-road vehicles - jeeps and pickups.

A disadvantage of the hybrid drive 10 systems in [1,2,3,4] is that they have a continuous mechanical connection between the hybrid transmission and the internal combustion engine and in the transmission of electricity by driving only with the driving force of the internal combustion engine, there are 15 mechanical losses due to the influence of permanent magnets placed on the rotor of the electric motor / generator. In addition, the continuous generation of electricity by the stator of the electric motor / generator 20 causes electrical and heat losses that cannot be compensated for when the battery is fully charged. The disadvantage of the systems in [5] is that their components are obviously complex and expensive, the torque converters are 25 proverbially inefficient. In addition, with an internal combustion engine as a source of constant low-speed traffic, the operation of the system will require it to run constantly at low speeds, such as at traffic lights, which is very inefficient and highly polluting.

A disadvantage of the patent [6] is the fact that when the vehicle is powered only by an electric motor / generator and the engine with 35 internal combustion is completely switched off, the free travel of the shafts (drive shafts) in the gearbox and the gearbox are permanently connected to the engine. combustion produces unfavorable friction losses. 40

A disadvantage of the clutches in [7] is that they can only be switched on when the vehicle is stationary.

The purpose of the proposed utility model is a parallel hybrid drive system, where 45 it switches on or off a motor or electric motor / generator by means of special splined couplings mounted in the running wheels. Other goals of the parallel hybrid drive system are: to be more efficient, more convenient to operate, with lower costs, complexity and weight. Advantages of the proposed utility model are that significantly increased fuel savings are achieved and emissions of harmful gases are reduced or eliminated. Another advantage is that no special charging stations or modification of the existing infrastructure developed over the years in support of conventional vehicles is required.

Technical essence of the utility model

The problem is solved with a parallel hybrid drive system, which has a front pair of wheels connected by axles and a differential to an engine (internal combustion or hydrogen engine), and the rear pair of wheels by axles and a differential is connected to an electric motor / generator. Slotted clutches are placed between the engine and the front wheels. Slotted connectors are also placed between the electric motor / generator and the rear wheels. The motor and the electric motor / generator are connected to the pairs of running wheels by a sliding synchronizing disk with permanent magnets and a fixed synchronizing disk with permanent magnets mounted on the slotted end of the half-axles to the inlet of the splined couplings whose housings are fixed to the wheels. The main purpose of these synchronization disks is to be able to turn on and off the slot connectors at any speed when needed. When only the front wheel couplings are disengaged, they separate the front axles, differential and engine from the hybrid transmission, which allows the vehicle to be driven only by the electric motor / generator, and when only the rear wheel couplings are disengaged, they separate the rear axles, the differential and the electric motor / generator from the rear wheels and the vehicle is driven only by the first engine. When the four-wheel clutches are engaged, the hybrid transmission drives the vehicle simultaneously with the first engine and the electric motor / generator. These combinations allow improved electric drive when using the hybrid transmission. Usually at low speeds or in traffic jams, the electric motor /

The 2071 UI generator self-propelled the vehicle using the energy stored in the battery. When accelerating and when climbing steep inclines, power and torque can be increased by starting the engine when driving in a stable condition, for example on the highway, the engine drives the vehicle itself and can by turning on the rear wheel clutches, they to drive the electric motor / generator, which will start working as a generator and charge the battery. Alternatively, the engine is a hydrogen engine, the movement is performed mainly with the electric motor / generator and periodically with the hydrogen engine through a start stop system. By introducing an appropriate control and management system, the parallel hybrid system is controlled by a central controller in accordance with the vehicle's actual torque so that it can only be operated under high efficiency conditions. The advantages are that the electric motor / generator operates more efficiently and at significantly lower currents and may have a rated power lower or at most equal to that of the first motor. In the hydrogen engine version, the vehicle has zero emissions. In addition, the parallel hybrid drive system includes conventional transmission components such as: friction clutches, clutch control system and only one motor and electric motor / generator, which reduces transmission complexity, cost and loss of efficiency. The design is simple, compact, efficient and reliable.

Explanation of the attached figures

Figure 1 is a block diagram of the four-wheel drive hybrid system of the vehicle (first embodiment);

Figure 2 is a block diagram of the four-wheel drive hybrid system of the vehicle (second embodiment);

Figure 3 is a block diagram of the four-wheel drive hybrid system of the vehicle (third variant);

Figure 4 is an expanded schematic diagram illustrating the operation of the slotted clutch when the position is on;

Figure 5 is an extended schematic diagram illustrating the operation of the splined clutch in the off position;

figure 6 represents the most important elements of fig. 5, characterizing the claim.

Examples of implementation of the utility model

The utility model is a parallel hybrid drive system, which has a front pair of wheels 5 and 6 connected by differential 3 and axles 4 with motor 1, and the rear pair of wheels 13 and 14 by axles 11 and 12 and differential 10 is connected by an electric motor / generator 9, which has slotted connectors 7 and 8 between the engine 1 and the front wheels 5 and 6 via the axles 4, as well as slotted connectors 15 and 16 between the electric motor / generator 9 and the rear wheels 13 and 14 via the axles 11 and 12. The front pair road wheels 5 and 6 is connected to an engine 1, which may be an internal combustion engine (Fig. 1). It is possible for the engine to be a hydrogen engine consisting of hydrogen fuel cells 26, an electric motor / generator 27 and a planetary clutch 28 (Fig. 3). The switching on and off of the clutches can be controlled by the driver or automatically by a central controller 23, which controls the operation of the motor and the electric motor / generator (Fig. 2). The half-axles 4,11 and 12 are connected to the wheels 5,6,13 and 14 by a sliding synchronizing disk 31 with permanent magnets and a fixed synchronizing disk 33 with permanent magnets 32 mounted on the slotted end 29 of the half-axles to the inlet of the splined connectors 7 , 8, 15 and 16. The clutch housing 37 is fixedly connected to the running wheels.

For greater clarity than the outlined circle of the scheme in fig. 5, in FIG. 6 shows an enlarged view of the most important elements characterizing the claim - a movable disk 31 with permanent magnets attached to it 30, a fixed disk 33 with a permanent magnet 32 and a sliding splined wheel 34.

The block diagram of one embodiment of an exemplary embodiment of the utility model is shown in FIG. 1. The engine 1 (usually an internal combustion engine), connected to the friction clutch 2, the gearbox 3 and the differential 3, drives the front wheels 5 and 6 of the vehicle via the axles 4. The movement of the axles can be switched on or off by

2071 UI slotted couplings 7 and 8, integrated in the wheel hubs 5 and 6 depending on the mode of movement, controlled by the driver through the pneumatic lines 21. As an additional source of movement an electric motor / 5 generator 9 is connected directly or with a reducer to differential 10 of the rear axles 11 and 12 driving the rear wheels 13 and 14. The movement of the axles 11 and 12 depending on the mode of movement can be switched on or off by 10 splined couplings 15 and 16 built into the wheel hubs 13 and 14 controlled by a control panel 20 by the driver. The electric motor / generator is powered by the battery 19 through the battery management system 18 and the controller 17. The controller 17 is connected to the control panel 20. When the front wheel clutches are disengaged, they separate the engine 1 from the hybrid transmission, allowing the vehicle means to be driven only by the electric motor / generator 20 without friction losses in the axles 4 and the gearbox 3, and when the rear wheel couplings are disengaged, they separate the electric motor / generator from the rear wheels and the vehicle is driven by only 25 the engine 1 without friction losses from the axles 11 and 12 and the differential 10. When the four-wheel clutches are engaged, the hybrid transmission drives the vehicle simultaneously with the engine 1 and the electric motor / 30 generator. In addition, when all-wheel splines are engaged, the engine 1 drives the vehicle and the electric motor / generator 9 acts as a generator while driving, the electromotive force induced by it 3 5 being sent to the battery or to an ultracapacitor ( not shown). Compared to the prior art, the battery, the electric motor / generator and the drive-related circuits 40 operate at relatively high voltage and relatively low current, which leads to a reduction in friction losses, resistance heating of the conductors and simplification of the the components for the connection between the 45 battery, the controller and the electric motor / generator. This variant is particularly suitable for the conversion of a conventional vehicle into a hybrid vehicle.

Another embodiment is shown 50 in FIG. 2, which schematically shows the main components of the drive system which correspond to the device described above. Shown is a planetary gear 22 of the electric motor / generator 9 connected directly to the rear wheels 13 and 14 by a differential 10. The planetary gear 22 can be controlled directly by the driver or by the central controller 23 in response to the command that the road load has exceeded a predetermined value. The central controller 23 controls the amount of torque, etc. traction control aimed at each pair of wheels to respond to traction conditions, which is useful when driving in snow or mud, or on wet or icy surfaces. The controller 17 of the electric motor / generator 9 is controlled by the central controller 23 to operate so that the electric motor / generator 9 can draw energy from the battery 19 and transmit torque to the respective wheels for driving the vehicle in the respective operating modes. , as in regeneration mode to absorb torque from the rear wheels when stopping or driving only with engine 1, as well as to send the generated energy for storage in the battery 19. The battery has a control system 18 that monitors the state of charge of the battery and sends a signal to the central controller 23, and hence to a device 25 for reducing the power supply to the motor / generator 9 when the battery 19 is discharged to a certain pre-level. Drive mode with motor only 1 so on. cruise mode is performed by an interface command from the central controller 23 to engage the clutches 7 and 8 with the front wheels 5 and 6, which through the axles 4 and differential 3, as well as the planetary gear 24 drive the vehicle. The driver can also provide a cruise mode signal when the desired highway cruising speed is reached, then only the engine 1 drives the vehicle. The engine 1 has a start / stop system, which is controlled by the central controller 23. The commands for changing the driving modes are set by the central controller 23, which is sensitive to the degree to which the accelerator pedal is measured, measured by an accelerator or other similar device (are not

2071 UI shown). The microprocessor of the central controller 23 monitors the speed at which the driver depresses the accelerator and brake pedals (not shown), as well as the degree to which they are depressed. The central controller shall use this information and other signals in accordance with the operating algorithms so as to properly control the operation of the vehicle in accordance with the execution of the commands from the respective control signals provided for the various components. This further increases efficiency and reduces pollutant emissions from running engine 1 (internal combustion engine), such as traffic lights or congestion in congested city traffic, when through the start / stop system and planetary clutch 24 , the motor 1 is stopped or started by the controller 23 according to the operating mode.

A third variant of the utility model is presented in fig. 3, which schematically shows the main components of the hybrid vehicle propulsion system corresponding to the devices described above. In this embodiment, the engine is a hydrogen engine consisting of hydrogen fuel cells 26, a clutch 28 and an electric motor / generator 27 dimensioned so as to drive the vehicle independently via the clutch 28. All driving modes remain the same as described in the above options. The important thing here is that the fuel cells 26 operate continuously and, depending on the mode, can drive the electric motor / generator 27, or send energy for storage in the traction batteries 19 and 19A. The electric motor / generator 27 with the clutch 28 disconnected is disconnected from the fuel cells 26 and by means of the included slot connectors 7 and 8, can work independently as a generator driven by the running wheels 5 and 6 and also send energy for storage in the traction batteries 19 and 19A, via a parallel hybrid battery charging system (not shown). The advantage of this variant of the utility model over the others is that it has zero harmful emissions and extended mileage when electrically driven by traction batteries.

In FIG. 4 and FIG. 5 shows a schematic diagram of one of the slotted couplings mounted in the wheels of the vehicle. A movable synchronizing disk 31 with permanent magnets 30 is mounted on the slotted part 29 of the half-axle, so that the disk 31 rotates together with the half-axis. The switching device comprises a sliding gear 5 34 mounted by slots for the coupling housing 37 so as to engage in the slotted part of the half-axle 29, moving longitudinally along it, while through the synchronizer 31 rotates together with the half-axle and the fixed disk 33, 10 connected by slots to the housing 37. The clutch works as follows: By command of the central controller 23 or the driver of the console 20, the synchronizing disk 31 begins to move along the splined part 29 of the axle 15 to the disk 33 fixed by slots to the housing 37. At one point, the synchronizing disk 31 is pressed by the permanent magnets 30 to the disk 33, which also has permanent magnets 32, so that the rotation 20 of the half-axle begins to synchronize with the hub 35. The clutch housing 37 is fixed to the hub 35 and hence to the running wheel. After synchronizing the movements of the hub 35 and the half-axle 29, the sliding element 34 through 25 the spring 38 moves towards the slots of the half-axle and when the movement of the hub and half-axle is synchronized, slides longitudinally along the slots and engages with the inner slots 29 of the half-axle. At this point, the clutch 30 is engaged, with the hub and drive shaft moving together with the drive wheel. When the coupling is to separate the hub from the half-axle, proceed in the reverse manner shown in FIG. 5. A command is given from the central controller 23 or from the driver 35 and the sliding inner slotted wheel 34 moves back along the slots of the half-axle until it exits it and is fixed to the housing 37 by means of a guide sleeve and permanent magnets 39. The synchronizing disk 31 also 40 moves back along the slots 29 of the half-shaft until, through a spring 40, it overcomes the force of the magnets 30 and 32 and the half-shaft stops rotating. Thus, by commands from the controller 23 or from the driver, the sliding splined wheel 34 and 45 of the synchronizing disk 33 move back and forth in a direction that is necessary to engage or disengage the splined clutch.

The advantage of this clutch is that it can engage and disengage the axle from the wheel at 50 movements of the vehicle with any

2071 UI speed. The connector also includes means (not shown) for moving the sliding members 31 and 34 between the required positions. For example, if a pneumatic method is used for propulsion, when the pressure in chamber A 5 (darkened space in Fig. 5) becomes lower than in chamber B, the clutch disengages the axle from the wheel and vice versa when the pressure in chamber B (darkened space) in Fig. 4) becomes lower than that in chamber A, the clutch 10 engages the wheel with the axle shaft and they rotate together.

Claims (4)

A parallel hybrid drive system having a front pair of wheels (5 and 6), 15 connected by half-axles (4) and a differential (3) to a motor (1), and a rear pair of wheels (13 and 14) by half-axles (11 and 12) and a differential (10) is connected to an electric motor / generator (9), characterized in that slotted connectors (7 and 8) are placed between the engine (1) and the front wheels (5 and 6) by means of half-axles. 4) as well as slotted connectors (15 and 16) between the electric motor / generator (9) and the rear wheels (13 and 14) via the axles (11 and 12). 25 Parallel hybrid drive system, part of claim 1, characterized in that the engine (1) is an internal combustion engine. Parallel hybrid drive system, part of claim 1, characterized in that the engine (1) is a hydrogen engine consisting of hydrogen fuel cells (26), an electric motor / generator (27) and a planetary clutch (28). Parallel hybrid drive system according to claim 1, characterized in that the half-axles (4, 11 and 12) are connected to the wheels (5, 6, 13 and 14) by means of a sliding synchronizing disk (31) with permanent magnets and a fixed synchronizing disk (33) with permanent magnets (32) mounted on the slotted end (29) of the half-axles to the inlet of the slotted connectors (7, 8, 15 and 16), which have a housing (37) fixedly connected to the wheels.