GB2454494A - Hybrid vehicle having electric mode simulating low gear ratio - Google Patents

Hybrid vehicle having electric mode simulating low gear ratio Download PDF

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Publication number
GB2454494A
GB2454494A GB0721942A GB0721942A GB2454494A GB 2454494 A GB2454494 A GB 2454494A GB 0721942 A GB0721942 A GB 0721942A GB 0721942 A GB0721942 A GB 0721942A GB 2454494 A GB2454494 A GB 2454494A
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GB
United Kingdom
Prior art keywords
engine
transmission
motor
generator
ratio
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.)
Granted
Application number
GB0721942A
Other versions
GB0721942D0 (en
GB2454494B (en
Inventor
Andrew Julian Burrows
John Spooner
David Charles Nesbitt
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.)
Jaguar Land Rover Ltd
Ford Global Technologies LLC
Original Assignee
Land Rover UK Ltd
Ford Global Technologies LLC
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 Land Rover UK Ltd, Ford Global Technologies LLC filed Critical Land Rover UK Ltd
Priority to GB0721942.1A priority Critical patent/GB2454494B/en
Publication of GB0721942D0 publication Critical patent/GB0721942D0/en
Publication of GB2454494A publication Critical patent/GB2454494A/en
Application granted granted Critical
Publication of GB2454494B publication Critical patent/GB2454494B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18063—Creeping
    • 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
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • B60K6/44—Series-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
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • 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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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    • 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

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

A motor vehicle 11 has an engine 12 driving an automatic transmission 13 which in turn drives a front final drive unit 14 connected to a pair of front wheels 15 by front driveshafts 16. The front final drive unit 14 also drives a rear drive take-off unit 17 which is connected to a rear final drive unit 18 by a propshaft 19. The rear final drive unit 18 is connected to rear wheels 21 by driveshafts 22, and houses a traction motor/generator 35 which can drive the rear wheels 21 through an epicyclic reduction gear 39 a crownwheel 27 and pinion 31. The pinion 31 is also driven by the propshaft 19 through a control coupling 33. The traction motor/generator 35 and transmission 13 are controlled by an electronic control unit (ECU) 51 according to engine load and speed, road speed, etc and an input from a transmission selector 46 having a selector lever 47 controlled by the driver. The ECU 51 also has an input from a driver-controlled hill descent control switch 45. An engine motor/generator 29 is driven by the engine 12, both motor/generators 35 being connected to a traction battery 61. The transmission 13 has ratios suitable for on-road driving only. For off-road driving, the drive from the engine 12 through the transmission 13 is disconnected and the ECU 51 controls the traction motor/ generator 35 to simulate an ultra-low ratio lower than the lowest ratio in the transmission 13. The ultra-low ratio can be brought into effect by the selector lever 47 or when a hill descent control switch 45 is operated.

Description

Hybrid Electric Motor Vehicles The invention relates to hybrid electric motor vehicles.
Internal combustion (IC) engines are capable of a wide range of speed and power outputs. However, except in the case of a series hybrid where the engine drives a generator and the wheels are powered by an electric motor, there is a need for a variable ratio transmission to optimise performance and fuel economy. In the case of vehicles designed for off-road as well as normal on-road driving, there is a requirement for a particularly low ratio or ratios to enable the vehicle to travel very slowly to negotiate hazards when being driven off-road. This requirement for very slow driving (crawl) is often coupled to a need for relatively high traction torque to overcome obstacles. The need for a particularly low ratio or ratios is usually satisfied by providing an auxiliary range change transmission where a high range can be used for normal on-road driving and a low range for off-road driving. Alternatively, a variable ratio transmission can be designed to have a very wide spread of ratios so that the highest ratios are suitable for on-road driving and the lowest ratio or ratios for off-road driving. Because an appropriate number and spacing of ratios is still needed for on-road driving, this normally requires the provision of additional mechanical parts to provide additional ratios. In either case there is a cost penalty in.
providing the range change transmission or the additional ratios.
The present invention has an object of providing a hybrid electric motor vehicle having an IC engine for driving wheels through a variable ratio transmission and where the vehicle can be controlled in a manner which simulates a wide spread of ratios in the transmission.
According to one aspect of the invention there is provided a hybrid electric motor vehicle having an internal combustion engine, an engine motor/generator arranged to be driven by the engine, a mechanical driveline including a variable ratio transmission to transmit power from the engine to at least one of a front pair of wheels and to a rear pair of wheels, a traction motor/generator arranged to drive one of said pairs of wheels and a traction battery arranged to receive current from and supply current to the motor/generators, the engine, transmission and the motor/generators being arranged to be controlled by an electronic control unit (ECU) in response to parameters including a driver demand, wherein the transmission has ratios suitable for on-road use only, including a lowest ratio for hill starts, and the ECU is arranged so that the traction motor/generator can propel the vehicle under the control of the driver with no mechanical drive between the engine and the wheels to simulate an ultra-low ratio which is lower than the lowest ratio in the transmission.
Following selection of the ultra-low ratio, the engine can be kept running and current for the traction motor/generator supplied by the traction battery and the engine motor/generator as required. The ECU may be arranged to control the engine speed and load to be consistent with the ground speed of the vehicle and the torque at the wheels Conveniently, a transmission selector is provided to control the transmission in response to a driver input and the ultra-low ratio can be brought into effect by movement of the selector to a position selecting a lower ratio when the transmission is already in the lowest ratio. Alternatively or additionally, the ultra-low ratio can be brought into effect by the use of a hill descent control switch used to select controlled downhill braking mode or a terrain selector used to select the most suitable settings of various vehicle sub-systems according to the terrain being traversed.
The invention also provides, according to another aspect thereof, a method of controlling a hybrid electric motor vehicle having an internal combustion engine, an engine motor/generator arranged to be driven by the engine, a mechanical driveline including a variable ratio transmission to transmit power from the engine to at least one of a front pair of wheels and to a rear pair of wheels, a traction motor/generator arranged to drive one of said pairs of wheels and a traction battery arranged to receive current from and supply current to the motor/generators, the engine, transmission and the motor/generators being controlled by an electronic control unit (ECU) in response to parameters including a driver demand, the transmission having ratios suitable for on-road use only, including a lowest ratio for hill starts, the method comprising arranging the ECU so that the traction motor/generator propels the vehicle under the control of the driver with no mechanical drive between the engine and the wheels to simulate an ultra-low ratio which is lower than the lowest ratio in the transmission.
The invention will now be described by way of example and with reference to the accompanying drawings, in which:-Fig.1 is a schematic diagram of a motor vehicle according to the invention; Fig.2 is a schematic diagram of a final drive unit shown in Fig.1; and Fig. 3 is block diagram illustrating a control system of the vehicle shown in Fig. 1.
Referring to Figs. 1 and 2, a motor vehicle 11 has an transverse mounted IC engine 12 which is connected to a pair of front wheels 15 and to a pair of rear wheels 21 by a mechanical driveline including an automatic transmission 13 (which may be any conventional variable ratio type including a so-called automated manual gearbox, a dual clutch transmission, a planetary transmission or a continuously variable transmission (CVT)). The transmission 13 in turn drives a front final drive unit 14 connected to the front wheels 15 by front driveshafts 16. The front final drive unit 14 also drives a rear drive take-off unit 17 which is connected to a rear final drive unit 18 by a longitudinal propshaft 19.
The rear final drive unit 18 is connected to the rear wheels 21 by rear driveshafts 22.
The rear final drive unit 18 has a casing 23 which comprises a rear casing part 24 and a front casing part 25, the casing parts being connected at a flange face 26. The rear casing part 24 carries the inboard ends of the rear driveshafts 22 and a crownwheel 27 which drives the rear driveshafts 22 through a differential 28. The front casing part 25 carries a pinion 31 which meshes with the crownwheel 27 and is part of a pinion shaft 32 which is journalled in the front casing part 25. The rear end of the propshaft 19 is also journalled in the front casing part 25 and carries a control clutch 33 which controllably couples the propshaft 19 to the pinion shaft 32. The front casing part 25 also houses the stator 34 of a traction motor/generator 35 whose rotor 36 is rotatable on the pinion shaft 32, the rotor 36 being fast with a sun gear 37 which meshes with planet gears 38 of an epicyclic reduction gear 39. The planet gears 38 are each rotatable on a carrier 41 which is rotatable on the pinion shaft 32 and is selectably coupled to the pinion shaft 32 by a disconnect clutch 42. The planet gears 38 also mesh with a ring gear 43 fast with the front casing part 25. The epicyclic reduction gear 39 provides a reduction gear ratio between the speed of the rotor 36 and that of the pinion shaft 32.
The traction motor/generator 35 is controlled by an electronic control unit (ECU) 51 which also controls the transmission 13 according to the usual parameters of engine load and speed, road speed, etc and an input from a transmission selector 46 having a selector lever 47 under the control of the driver. The ECU 51 also has an input from a driver-controlled hill descent control switch 45. Another motor/generator, conveniently referred to as the engine starter generator or, more conventionally, the integrated starter generator (ISG) 29, is driven by the engine 12. Both the traction motor/generator 35 and the ISG 29 draw current from or supply current to a traction battery 61 and to an auxiliaries battery 62.
The traction battery 61 would ordinarily be a high voltage unit while the auxiliaries battery 62 would be 1 2V for the supply & control of the normal vehicle electrical systems.
The control system shown in Fig.3 includes the ECU 51 which in this example also controls the engine 12, the traction motor/generator 35 and the control clutch 33.
Additionally, the ECU 51 also controls the disconnect clutch 42 and the transmission 13.
The ECU 51 includes the functions of a conventional power train controller with the usual inputs of a driver demand, in this case from an accelerator pedal 52, engine parameters (air mass flow, temperatures etc.) and the transmission selector 46. While the selector 46 may be of any known type, in Fig.3 it is shown as the type in which the selector lever 47 can be moved longitudinally in a gate 44 to select positions P (park), R (reverse), N (neutral) and D (drive). When in the D position, the selector lever 47 can also be moved laterally into a position M (manual) from where it can be moved longitudinally in a forward or reverse motion against a spring bias to positions + or -. Positions PRND are commonly used for vehicle parking, manoeuvring and general on-road use. Position M may also be used to denote a Sports mode where the transmission 13 upshifts and downshifts at higher engine speeds. Movement of the lever 47 to positions + or -forces an upshift or downshift, the lever returning to position M under the spring bias.
In normal on-road use of the vehicle 11 the engine 12 can drive the front wheels 15 through the transmission 13, the front final drive unit 14 and the front driveshafts 16 while also driving the rear wheels 21 through the rear take-off unit 17, the propshaft 19, the rear final drive unit 18 and the rear driveshafts 22. The rear take-off unit 17 is driven in a direct ratio of the drive to the front wheels 15, the control clutch 33 allowing drive torque to the rear wheels 21 as required to maintain an appropriate torque split between the front and rear wheels. Under gentle low speed driving conditions, the traction motor/generator 35 can be used to drive the vehicle with the engine 12 stopped, in which case the control clutch 33 would disconnect and drive would be to the rear wheels 21 only through the epicyclic reduction gear 39. For higher road speeds, particularly out of town driving, the engine 12 would drive as described above with the ISG 29 and, where needed, the traction motor/generator 35 supplying current to the batteries 61 and 62. Under more severe low speed driving conditions, the motor/generator 35 can be used to supplement the power supplied by the engine 12.
For off-road driving, there is a requirement for a particularly low ratio or ratios to enable the vehicle to travel very slowly to negotiate particular hazards. This requirement for very slow driving (crawl) is often coupled to a need for relatively high torque at the road wheels to enable the vehicle to overcome obstacles. The need for a particularly low ratio or ratios is usually satisfied by providing an auxiliary range change transmission where a high range can be used for normal on-road driving and a low range for off-road driving or by the use of a wide-ratio transmission, i.e. a transmission having a very wide spread of ratios, including higher ratios for on-road use and a lower ratio (or ratios) for off-road use.
Both these solutions add complexity and cost and under normal on-road use, including reversing, no use is made of the low range of the auxiliary range change transmission or the lowest ratio or ratios of the wide-ratio transmission.
In the present arrangement, the transmission 13 is designed with ratios suitable for on-road only. This includes both higher ratios suitable for open road driving but also a lowest ratio which is suitable for and used during normal on-road use such as pulling away from rest and hill starts on moderate to steep inclines (e.g. up to 25%). To satisfy the requirements of off-road driving, the transmission selector 46 interacts with the ECU 51 and the traction motor/generator 35 to simulate an ultra-low ratio which is lower than the lowest ratio in the transmission 13. The simulated ultra-low ratio is brought into effect by a movement of the selector lever 47 from position M to position -when the transmission 13 is already in its lowest ratio or by operation of the hill descent control switch 45 when the selector lever 47 is in position M or position D. The vehicle is propelled by the traction motor/generator 35 while the engine 12 is kept running but the transmission is put in a neutral, non-driving state, current for the traction motor/generator 35 being supplied by the traction battery 61 and the ISG 29 as required. The vehicle is under the control of the driver through the accelerator pedal 52 such that the vehicle can accelerate when the accelerator pedal 52 is depressed and decelerate to simulate engine braking when it is released so that to the perception of the driver there is an ultra-low ratio in the transmission. If required, the ECU 51 may be programmed so that the engine speed and load are consistent with the ground speed and wheel torque, even though the traction battery 61 is supplying the current for the traction motor/generator 35 or is absorbing current during regenerative braking to simulate engine overrun.
More than one ultra-low ratio may be provided, e.g. selected by further toggle movements of the selector lever 47 from the M position to the -position. Furthermore, an ultra-low reverse ratio may be provided, e.g. by selecting the R position with the selector lever 47 and switching on hill descent control with switch 45. Selection of an ultra-low ratio may also be effected by the ECU 51 in response to the selection of a particular terrain or driving environment as described in EP1355209 or in US7162346. Instead of or additional to the selector 46 having a gate 44 which includes + and -positions to force upshifts and downshifts in the transmission 13, there may be toggle switches on or close to a driver's steering wheel to provide the same function.
Where the transmission 13 is coupled to the engine 12 by a torque converter, e.g. a hydrodynamic torque converter of the Fättinger type, the transmission can remain in its lowest ratio when one of the ultra-low ratios is selected. This allows the engine 12 to continue to deliver torque to the transmission 13, supplementing the torque supplied by the traction motor/generator 35. The torque converter will not only allow the speed of the engine 12 to rise significantly above the input speed of the transmission 13 but also will multiply the torque delivered by the engine. Under overrun conditions the engine speed can reduce to idle (tickover). Even if the transmission input speed is lower than the engine idle speed, there will be no significant torque input into the transmission and the traction motor/generator 35 can continue to provide regenerative braking. Under regenerative braking, the control clutch 33 can typically be open for on-road driving or closed for the descent of slippery slopes. However, since the control clutch 33 is of the kind which allows for a controlled torque, e.g. as described in US5469950, the torque exerted on each pair of wheels may be controlled to minimise slipping and maintain stability in accordance with a number of vehicle parameters.
It will be appreciated that in the design of a motor vehicle with ratios in the transmission suitable for on-road only, that the actual ratios will depend on factors such as gross vehicle weight, engine power & torque characteristics, vehicle aerodynamics, final drive reduction ratio etc. Hence it is not possible to prescribe an exact range of ratios which fall within the category of suitable for on-road only. However, the hill start requirement previously mentioned is an appropriate guide. Another guide is that the lowest ratio is suitable for accelerating the vehicle to a useful road speed before the next lowest ratio is engaged. Similarly, the choice of the ultra-low ratio or ratios will depend on the power & torque characteristics of the traction motor/generator 35, the driving conditions which the vehicle 11 is expected to encounter and the voltage and capacity of the traction battery 61. Also, some vehicles may be designed so that the capacity of the traction battery 61 and a limited input from the ISG 29 is considered sufficient for a limited period of off-road operation in the ultra-low mode while for other vehicles the capacity of the traction battery 61 and the input from the ISG 29 will be sufficient for an extended period of off-road operation.
While a single ECU is described, it will be appreciated that the engine 12 and the motor generator 35 can be under the control of separate ECUs which communicate with each other, e.g. via a CAN bus. Furthermore, the rear drive take-off unit 17 may incorporate a centre differential, preferably with a lock-up clutch. However, in place of the transverse mounted IC engine 12, transmission 13, front final drive unit 14 and rear drive take-off unit 17 there may be a longitudinally mounted IC engine and transmission with a conventional transfer case, either of the type which provides a direct drive to the rear axle or one which incorporates a centre differential, preferably with a lock-up clutch. Although a front engine arrangement is described, the invention is also applicable to a rear or mid engine arrangement.

Claims (10)

  1. A hybrid electric motor vehicle having an internal combustion engine, an engine motor/generator arranged to be driven by the engine, a mechanical driveline including a variable ratio transmission to transmit power from the engine to at least one of a front pair of wheels and a rear pair of wheels, a traction motor/generator arranged to drive one of said pairs of wheels through a reduction gear and a traction battery arranged to receive current from and supply current to the motor/generators, the engine, transmission and the motor/generators being arranged to be controlled by an electronic control unit (ECU) in response to parameters including a driver demand, wherein the transmission has ratios suitable for on-road use only, including a lowest ratio for hill starts, and the ECU is arranged so that the traction motor/generator can propel the vehicle under the control of the driver with no mechanical drive between the engine and the wheels to simulate an ultra-low ratio which is lower than the lowest ratio in the transmission.
  2. 2. A vehicle according to claim 1 wherein following selection of the ultra-low ratio, the engine can be kept running and current for the traction motor/generator supplied by the traction battery and the engine motor/generator as required.
  3. 3. A vehicle according to claim 2 wherein ECU can control the engine speed and load to be consistent with the ground speed of the vehicle and the torque at the wheels
  4. 4. A vehicle according to any preceding claim wherein a transmission selector is provided to control the transmission in response to a driver input and the ultra-low ratio can be brought into effect by movement of the selector to a position selecting a lower ratio when the transmission is already in the lowest ratio.
  5. 5. A method of controlling a hybrid electric motor vehicle having an internal combustion engine, an engine motor/generator arranged to be driven by the engine, a mechanical -10 -driveline including a variable ratio transmission to transmit power from the engine to at least one of a front pair of wheels and to a rear pair of wheels, a traction motor/generator arranged to drive one of said pairs of wheels through a reduction gear and a traction battery arranged to receive current from and supply current to the motor/generators, the engine, transmission and the motor/generators being controlled by an electronic control unit (ECU) in response to parameters including a driver demand, the transmission having ratios suitable for on-road use only, including a lowest ratio for hill starts, the method comprising arranging the ECU so that the traction motor/generator propels the vehicle under the control of the driver with no mechanical drive between the engine and the wheels to simulate an ultra-low ratio which is lower than the lowest ratio in the transmission.
  6. 6. A method according to claim 5 wherein following selection of the ultra-low ratio, the engine is kept running and current for the traction motor/generator is supplied by the traction battery and the engine motor/generator as required.
  7. 7. A method according to claim 6 wherein ECU controls the engine speed and load to be consistent with the ground speed of the vehicle and the torque at the wheels
  8. 8. A method according to any of claims 5 to 7 wherein a transmission selector is provided to control the transmission in response to a driver input and the ultra-low ratio is brought into effect by movement of the selector to a position selecting a lower ratio when the transmission is already in the lowest ratio.
  9. 9. A hybrid electric motor vehicle substantially as described herein with reference to the accompanying drawings.
  10. 10. A method of controlling a hybrid electric motor vehicle substantially as described herein with reference to the accompanying drawings.
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102371906A (en) * 2010-08-05 2012-03-14 本田技研工业株式会社 Vehicle braking system

Citations (4)

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Publication number Priority date Publication date Assignee Title
EP0724977A1 (en) * 1995-02-03 1996-08-07 FICHTEL & SACHS AG Parallel hybrid propulsion for a motor vehicle
US6371878B1 (en) * 2000-08-22 2002-04-16 New Venture Gear, Inc. Electric continuously variable transmission
GB2367795A (en) * 2000-10-11 2002-04-17 Ford Motor Co Parallel Hybrid Vehicle Control System
GB2435869A (en) * 2006-02-25 2007-09-12 Ford Global Tech Llc Driveline and control method for hybrid vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0724977A1 (en) * 1995-02-03 1996-08-07 FICHTEL & SACHS AG Parallel hybrid propulsion for a motor vehicle
US6371878B1 (en) * 2000-08-22 2002-04-16 New Venture Gear, Inc. Electric continuously variable transmission
GB2367795A (en) * 2000-10-11 2002-04-17 Ford Motor Co Parallel Hybrid Vehicle Control System
GB2435869A (en) * 2006-02-25 2007-09-12 Ford Global Tech Llc Driveline and control method for hybrid vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102371906A (en) * 2010-08-05 2012-03-14 本田技研工业株式会社 Vehicle braking system

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GB2454494B (en) 2012-04-18

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