EP0062044A1 - Dispositif de propulsion pour vehicules - Google Patents

Dispositif de propulsion pour vehicules

Info

Publication number
EP0062044A1
EP0062044A1 EP81902680A EP81902680A EP0062044A1 EP 0062044 A1 EP0062044 A1 EP 0062044A1 EP 81902680 A EP81902680 A EP 81902680A EP 81902680 A EP81902680 A EP 81902680A EP 0062044 A1 EP0062044 A1 EP 0062044A1
Authority
EP
European Patent Office
Prior art keywords
machine
propulsion
motor
speed
drive
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP81902680A
Other languages
German (de)
English (en)
Inventor
Göran MARLIND
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CARL W ANDERSSON AB
Original Assignee
CARL W ANDERSSON 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 CARL W ANDERSSON AB filed Critical CARL W ANDERSSON AB
Publication of EP0062044A1 publication Critical patent/EP0062044A1/fr
Withdrawn legal-status Critical Current

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
    • 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
    • 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
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/10—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of fluid gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • 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
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention related to a propulsion arrangement for vehicles and comprises an initial machine in the form of a motor arranged to be driven by combustion of a propellant and second machine arranged to be driven by means of electricity from a battery or to function as a generator.
  • the object is preferably a propulsion, arrangement for load trucks for handling goods both in the open air and inside buildings.
  • the propulsion of vehicles by an internal combustion engine has certain advantages.
  • Another important advantage is that the weight per horse-power for the motor and requisite fuel volume is low. Disadvantages which are linked with internal combus tion engines are mainly that they give pff harmful and dirty gases and have a relative ly high sound level. In spite of these dis advantages , internal combustion engine operation for vehicles is accepted outdoors , whilst there is an ever increasing tendency to prohibit and depart from its use indoors .
  • An alternative propulsion system in which the said disadvantages are practically eliminated is propulsion by means of one or more electric motors , which for vehicle operation must be battery-driven. This method is often employed for load carrying vehicles , e . g. trucks , which are employed indoors or in any case for the most part indoors .
  • the present invention relates to such a hybrid system and more particularly concerns a system in which the internal combustion engine is employed both for propulsion during certain operating periods, and simultaneously for charging up the batteries which are provided for operation of the electric motor, which in turn areonly employed for propulsion of the vehicle during limited periods, mainly during periods when the internal combustion engine is shut down.
  • the internal combustion engine is thus employed, whereby the batteries are charged at the sane time, whilst during indoor operation solely the electric motor is used.
  • the invention does not re late to sys tems of the type "diesel-electric operation" , i .e . constant propulsion with electric motors which are supplied, with electricity from a generator driven by an internal combustion engine and , periods when this is shut down , from batteries .
  • the purpose of the present invention is to provide a hybrid system of the above-mentioned type in which the changeover bet ween operation with the electric motor to operation with the internal combustion engine and vice versa can take place in a very flexible manner and whilst the vehicle is in motion.
  • Another objective is to provide an arrangement for switching over between the two modes of operation which is simple and ensures re liab le operation .
  • the solution in accordance with the invention involves the second machine , as motor , operating within a lower speed range , the first machine operating as motor within a higher speed range located above the lower speed range , the firs t machine being arranged to drive the second machine , and whereby a speed sensing arrangement is provided to switch over the second machine from motor operation to generator operation when , as a result of the operation of the firs t machine , the speed rises to the high speed range , and to switch in the seccnd machine as motor within the lower speed range .
  • Fig. 1 gives a s chematic view of the driving machinery for a load-carrying truck
  • fig. 2 illustrates an e lectrical circuit diagram for the propulsion arrangement in accordance with the inventi on . Best mode of carrying out the invention :
  • the propulsion arrangement for a vehicle preferably a load-carrying truck
  • a vehicle preferably a load-carrying truck
  • an internal combustion engine 1 with a flywheel casing 2 from which a drive shaft 3 proceeds on which a belt pulley 4 is fastened.
  • a starting motor 5 which can be driven by the current from a battery 6 , is provided to start the engine.
  • a starting relay 7 is arranged in the battery lead for actuation of the starting motor 5 , and this relay can be actuated from a starting controller 8 , e . g. a press-button.
  • a stop button 9 by means of which the motor can be stopped by influencing its injection pump or ignition arrangement 10, in the case of diese l engines or Otto engines.
  • the propulsion arrangement comprises an electric motor 11 with a drive shaft 12 which has shaft journals at both ends of the motor.
  • One shaft journal is connected to an hydraulic pump 13 which by means of pipes 14 is connected to hydraulic motors 15 , which are arranged to propel the propuls ion Wheels 16 of the truck.
  • hydraulic motors 15 which are arranged to propel the propuls ion Wheels 16 of the truck.
  • actuation pipes 17 which extend up to an actuating valve 18 designed as a pedal.
  • a free wheel 19 via which a belt pulley 20 which is connected by belts 21 with the belt pulley 4 can drive the shaft 12 , is arranged at the other end of the shaft 12.
  • the shaft 12 which must always rotate during operation of the hydraulic pump 13 and thus during propulsion of..the vehic le by means of the hydraulic motors 15 has a defined direction of rotation.
  • the free wheel 19 is thereby so arranged that it is engaged when the internal combustion engine 1 , which also has a certain drive direction on its output shaft 3 , drives the belt pulley 20 in the same direction as the defined direction of rotation of the shaft 12. - This signifies also that the free wheel free-wheels in the opposite relative direction of rotation , which means that for its part the shaft 12 cannot drive the belt pulley 20 and hence certainly not the internal combus tion engine 1 during independent operation in. the defined direction of rotation .
  • a battery 22 which can be connected by means of a relay 23 to the electric motor is provided for operati on of the electri c motor 11. The functioning of this relay will be explained later .
  • the electrical machine provid ed has been designated as the electric motor 11. As such it is a lso envisaged to operate as a motor. However it is arranged to be ab le to function alternatively as generator , and it is then so connected to the battery 22 that the latter can be charged during operation of the generator . To draw attention to this point, in future the motor-generator will be designated as "the electrical machine 11" .
  • Such a changeover can be performed re l a tively simply , generally by certain windings of the e lectrical machine being magnetised by supplying a field current, whils t at the same time other windings are connected up for e lectricity output.
  • the relay 23 is provided for this changeover. When the relay 23 is engaged for motor operation , electricity is thus taken from the battery 22 so that the machine 11 is driven , whilst during generator operation current is fed to the battery 22 to charge this up .
  • Characteristic of the invention is the fact that this changeover between motor and generator operation is controlled by a speed-sensing arrangement.
  • This can consist of a special speed-sensing arrangement , e . g . on the shaft 12 , and this has been designated as 24 in the circuit diagram in fig. 2.
  • speed indication can be undertaken by recording the currents which flow through the windings of the e lectrical machine 11. Simultaneous ly with the fact that the re lay is arranged to be controlled during its changeover of machine 11 between notor and generator operation as a function of speed , the actual machine is arranged to operate within a certain speed range as motor , and at another speed range which lies above thi s speed range as generator.
  • Speed control of the re lay is thereby so arranged that the changeover to generator takes place- when the rotational speed of the shaft 12 of machine 11 passes from the lower speed range up to the higher speed range , whilst changeover to motor operation takes place when the speed drops from the higher speed range to the lower speed range. Furthermore motor operation is obtained during s tarting up and the supply of current to the machine from the battery 22 , i. e . when starting from ze ro and passing to the lower speed range. Furthermore one of the characteris tics of the invention is that the internal combusti on engine 1 is arranged to drive the system within the higher speed range at the envisaged normal load range. In the embodiment illustrated thus the transmission ratio via the belt pulleys 4 and 20, is so adapted to the speed of the internal combustion engine 1 that during operation of the internal combustion engine the shaft 12 is driven at a rotational speed located within the higher speed range .
  • a speed sensing arrangement 24 is specified , which is shown in fig. 2 as being connected to the shaft 12.
  • This can consist of some known arrangement of the centrifugal,eddy-current type or the like , which is capable of imparting a control signal in a conductor 25 to the changeover relay 23. turn the relay 23 cannot have solely a changeover function , but must also function as charging relay , so as to provide suitable charging of the battery 22. It is not necessary to describe in greater detail the starting arrangement for the internal combustion engine 1. The method is already known of arranging a small electric motor for starting up internal combustion engines.
  • the starting motor 5 is connected to a special battery 6 and a special generator is then provided for charging up this battery .
  • the internal combustion engine 1 is quite simply a standard engine with associated starting equipment of the standard type .
  • the motor 11 it is also possible to allow the motor 11 to function as starting motor , although then the free wheel 19 must be replaced by some controlled shaft coupling.
  • the method illus trated was found to be the most suitable.
  • the drive thus takes place from the shaft 12 either by means of the electrical machine or the internal combustion engine.
  • the drive power output is transmitted to the hydraulic pump 13 for which flow control arrangements are provided.
  • This can for example be of the type which has a swivelling plate by means of which the stroke length of the pis tons can be controlled, whereby the outgoing flow can be varied infinitely even with constant speed of the input shaft.
  • the pressure medium from the hydraulic pump is transmitted via pipes 14 to the two motors 15 and thus when the shaft rotates the wheels 16 are driven.
  • the system is also provided with changeover valves so that reverse motion is possible.
  • Such in finitely variable hydraulic systems form state of the art and do not need to be described in detail here.
  • Flow regulation takes place by means of the said foot pedal via a remote actuation control arrangement which as shown in the diagram can be of the hydraulic type.
  • the control range for pump 13 should be such that it should be possible to achieve the desired speed range during propulsion of the truck, regardless of whether the drive machinery, i.e. the shaft 12 , operates within the previously mentioned lower speed range during electrical operation, or the higher speed range during internal combustion engine operation. In other words it must be possible, by regulating the pump within the control range provided for it, to compensate for differences in the speed of rotation of shaft 12 within both these speed ranges in such a manner that the speed of rotation of the wheels 16 can be maintained constant.
  • the battery 22 is connected to the electrical machine 11, which thereby rotates the shaft 12 and drives the pump 13.
  • control valve 18 the speed of wheels 16 can be controlled, so that it is possible to regulate the speed of the truck between zero up to thehighest envisaged speed.
  • the free wheel 19 is disengaged, so that the belt pulley 20 remains stationary and the internal combustion engine, 1 is not affected.
  • the speed control arrangement ens u res that an adequate coupling is obtained so th at current is supplied from the battery 22 to the machine 11 which functions as a motor. As shown by the foregoing, this takes pl ace at the lower speed range and, as long as this is complied with , the relay 23 ensures the said motor coupling.
  • the two speed ranges can be located one after the other with an intermediate range in which the machine 11 is completely disengaged.
  • the two ranges can also occur directly one after the other so that the relay is switched over between generator and motor operation without any neutral position . Preference should be given to the latter.
  • the arrangement can be varied beyond what has been stated in the previous des cription.
  • the engin e 1 does not need to be an internal combustion engine of the typ e mos t widely employed now , i . e. a pis ton engine of the diesel or Otto type . It is also feasib le for it to be a Stirling engine , combus tion turbine or a steam engine .
  • the essential thing is that the one drive source has characteristics which are not appropriate for driving in enclosed premises , whilst on the other hand it can easi ly be provided with the necessary drive means .
  • connection illustrated via a through shaft to the electrical machine, is not essential to the invention.
  • a connection is feasible where the two machines are connectedin parallel with the power transmission.
  • the latter also does not need to be of the hydraulic type, but some form of control of the transmission ratio should be provided to compensate for operation within the two speed ranges. It. is also possible to provide the arrangement with an element which automatically changes over the transmission ratio, on changing from one drive speed to another.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Charge By Means Of Generators (AREA)

Abstract

Dispositif de propulsion pour vehicules comprenant une premiere machine (1) se presentant comme un moteur de propulsion entraine par la combustion d'un agent de propulsion et une seconde machine (11) se presentant comme un moteur de propulsion alternatif fonctionnant a d'electricite provenant d'une batterie (22). La batterie est concue de maniere a etre chargee avec du courant genere par le travail de la premiere machine. Le dispositif de propulsion est concu pour fonctionner alternativement dans un premier etat de fonctionnement ou la premiere machine est une source d'entrainement pour le fonctionnement d'un vehicule et pour la production de courant pour charger la batterie, et dans un second etat de fonctionnement ou la seconde machine fonctionne comme une source d'entrainement pour le vehicule avec alimentation en courant par la batterie. La seconde machine (11) est concue de telle maniere que pendant le premier etat de fonctionnement elle joue le role d'un generateur et est ainsi entrainee par la premiere machine (1) pendant la production de courant de charge de la batterie (22).
EP81902680A 1980-09-29 1981-09-28 Dispositif de propulsion pour vehicules Withdrawn EP0062044A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE8006788A SE428782B (sv) 1980-09-29 1980-09-29 Framdrivningsanordning for fordon
SE8006788 1980-09-29

Publications (1)

Publication Number Publication Date
EP0062044A1 true EP0062044A1 (fr) 1982-10-13

Family

ID=20341834

Family Applications (1)

Application Number Title Priority Date Filing Date
EP81902680A Withdrawn EP0062044A1 (fr) 1980-09-29 1981-09-28 Dispositif de propulsion pour vehicules

Country Status (4)

Country Link
EP (1) EP0062044A1 (fr)
GB (1) GB2096079B (fr)
SE (1) SE428782B (fr)
WO (1) WO1982001170A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5081365A (en) * 1990-06-06 1992-01-14 Field Bruce F Electric hybrid vehicle and method of controlling it
WO1993023263A1 (fr) 1992-05-08 1993-11-25 Field Bruce F Vehicule electrique hybride
NO924408D0 (no) * 1992-11-13 1992-11-13 Broeyt International As Hybridmotor, saerlig for anleggsmaskiner
GB2344798B (en) * 1998-11-27 2002-08-07 Mervyn Davies Pressurised liquid propulsion, an assisted self propelled vehicle

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3543873A (en) * 1968-03-19 1970-12-01 William W Toy Turbine and electric powered vehicle
DE2133485A1 (de) * 1971-07-06 1973-01-25 Bosch Gmbh Robert Kraftfahrzeug mit einem hybridantrieb
US3791473A (en) * 1972-09-21 1974-02-12 Petro Electric Motors Ltd Hybrid power train
JPS5640047B2 (fr) * 1973-10-23 1981-09-17
US4165795A (en) * 1978-02-17 1979-08-28 Gould Inc. Hybrid automobile

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8201170A1 *

Also Published As

Publication number Publication date
SE8006788L (sv) 1982-03-30
WO1982001170A1 (fr) 1982-04-15
GB2096079B (en) 1984-08-22
SE428782B (sv) 1983-07-25
GB2096079A (en) 1982-10-13

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Inventor name: MARLIND, GOERAN