GB2454888A - Hybrid vehicle motor control matched to generation capability - Google Patents

Hybrid vehicle motor control matched to generation capability Download PDF

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Publication number
GB2454888A
GB2454888A GB0722838A GB0722838A GB2454888A GB 2454888 A GB2454888 A GB 2454888A GB 0722838 A GB0722838 A GB 0722838A GB 0722838 A GB0722838 A GB 0722838A GB 2454888 A GB2454888 A GB 2454888A
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GB
United Kingdom
Prior art keywords
engine
generator
motor
traction
wheels
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
GB0722838A
Other versions
GB2454888B (en
GB0722838D0 (en
Inventor
Paul Michael Bostock
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 GB0722838.0A priority Critical patent/GB2454888B/en
Publication of GB0722838D0 publication Critical patent/GB0722838D0/en
Publication of GB2454888A publication Critical patent/GB2454888A/en
Application granted granted Critical
Publication of GB2454888B publication Critical patent/GB2454888B/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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • 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
    • 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
    • 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
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/10—Temporary overload
    • B60L2260/16—Temporary overload of electrical drive trains
    • B60L2260/167—Temporary overload of electrical drive trains of 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/18—Four-wheel drive 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/086—Power
    • 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)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

A motor vehicle 11 has an IC engine 12 driving a 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 a pair of rear wheels 21 by rear driveshafts 22. The rear final drive unit 18 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. An 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. The traction motor/generator 35 and ISG 29 are controlled by an electronic control unit (ECU) 51 arranged to control the traction power available from the traction motor/generator to a level sustainable by the generating capability of the ISG so that the vehicle cannot be driven off-road beyond its sustainable capabilities.

Description

Hybrid Electric Motor Vehicles The invention relates to hybrid electric motor vehicles. Particularly it relates to problems which can arise when a hybrid electric motor vehicle is used in off-road situations.
In one situation, where a hybrid electric motor vehicle has an internal combustion (IC) engine which can drive the road wheels through a mechanical driveline and an electric traction motor/generator is provided to drive the wheels, the traction motor/generator can be used to supplement the power supplied by the engine and improve off-road capability compared to when only engine power is available. While the engine may still have a conventional generator or an integrated starter/generator (ISG) to supply electrical power to vehicle systems and to supply current to a traction battery, the output of such a machine may be insufficient to keep the traction battery at a high state of charge. Hence there is a danger that a vehicle may use the superior off-road capability given by the traction motor/generator to reach a geographical situation from which it cannot return due to a reduced state of charge of the traction battery.
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 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), wherein the vehicle has an off-road mode in which the engine and the traction motor/generator are arranged to drive the wheels and the ECU is arranged to control the traction power available from the traction motor/generator to a level sustainable by the generating capability of the engine motor/generator.
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 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), wherein the method includes an off-road mode in which the engine and the traction motor/generator drive the wheels and the ECU controls the traction power available from the traction motor/generator to a level sustainable by the generating capability of the engine motor/generator.
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; Fig.3 is graph illustrating how torque at the road wheels can vary in a hybrid electric motor vehicle without the invention; and Fig.4 is graph illustrating torque at the road wheels in a hybrid electric motor vehicle according to the invention.
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 a transmission 13 which 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 rotor 36 and 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.
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 traction motor/generator 35 can be used to supplement the power supplied by the engine 12. However, the power used by the traction motor/generator 35 is supplied by the traction battery 61 with only a limited replenishment from the ISG 29. The graph in Fig.3 illustrates this. Wheel torque T is plotted against time t. At t = 0, the torque contribution TE from the traction motor/generator is quite significant when added to the torque contribution TM from the engine 12 to make the total torque TT. With time, the torque contribution TE from the traction motor/generator 35 reduces as the voltage of the traction battery 61 reduces. After a while, at time t1, the contribution from the traction motor/generator 35 reduces to nothing and the traction is from the engine 12 only. The problem is that while the vehicle 11 is able to traverse terrain beyond the capability of the engine 12 on its own (the hatched area below the sloped line TT), once the traction battery 61 is drained the capability of the vehicle falls to that of the engine alone (dashed line TM). This may mean that the vehicle 11 is incapable of escaping the terrain it has entered previously using both the traction motor/generator 35 and engine 12. Nevertheless, the ISG 29 can still supply power to the traction motor/generator 35 and recharge the traction battery 61 but not at a rate which matches the peak requirements traction motor/generator 35 and the traction battery 61.
To make use of the capability of the ISG 29 to supply power, the ECU 51 controls the traction power available from the traction motor/generator 35 to a level appropriate to the generating capability of the ISG 29. This reduces the total torque TT to a level below that available at time t = 0 in Fig.3 such that even though the initial terrain crossing performance is reduced, this performance is sustainable. This is illustrated in the graph shown in Fig.4 where the torque contribution TE from the traction motor/generator 35 is constant so that when added to the torque contribution TM from the engine 12 the total torque TT is also constant.
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 (4)

  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 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), wherein the vehicle has an oft-road mode in which the engine and the traction motor/generator are arranged to drive the wheels and the ECU is arranged to control the traction power available from the traction motor/generator to a level sustainable by the generating capability of the engine motor/generator.
  2. 2. 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 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), wherein the method includes an off-road mode in which the engine and the traction motor/generator drive the wheels and the ECU controls the traction power available from the traction motor/generator to a level sustainable by the generating capability of the engine motor/generator.
  3. 3. A hybrid electric motor vehicle substantially as described herein with reference to the accompanying drawings.
  4. 4. A method of controlling a hybrid electric motor vehicle substantially as described herein with reference to the accompanying drawings.
GB0722838.0A 2007-11-22 2007-11-22 Hybrid electric motor vehicles Active GB2454888B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB0722838.0A GB2454888B (en) 2007-11-22 2007-11-22 Hybrid electric motor vehicles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB0722838.0A GB2454888B (en) 2007-11-22 2007-11-22 Hybrid electric motor vehicles

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GB0722838D0 GB0722838D0 (en) 2008-01-02
GB2454888A true GB2454888A (en) 2009-05-27
GB2454888B GB2454888B (en) 2012-06-06

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102897016A (en) * 2012-10-24 2013-01-30 同济大学 Drive transmission and control system of double-clutch variable-speed four-wheel driven hybrid power vehicle
CN104590248A (en) * 2015-01-04 2015-05-06 郑州宇通客车股份有限公司 Control method based on series-parallel hybrid power system

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5988307A (en) * 1995-05-19 1999-11-23 Toyota Jidosha Kabushiki Kaisha Power transmission apparatus, four-wheel drive vehicle with power transmission apparatus incorporated therein, method of transmitting power, and method of four-wheel driving
US20060108166A1 (en) * 2004-11-08 2006-05-25 Nissan Motor Co., Ltd. Hybrid four-wheel-drive
WO2006064335A1 (en) * 2004-12-14 2006-06-22 Toyota Jidosha Kabushiki Kaisha Power output apparatus and vehicle equipped therewith
GB2435869A (en) * 2006-02-25 2007-09-12 Ford Global Tech Llc Driveline and control method for hybrid vehicle
GB2438609A (en) * 2006-04-07 2007-12-05 Ford Global Tech Llc Four wheel drive hybrid vehicle with motor in final drive housing

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5988307A (en) * 1995-05-19 1999-11-23 Toyota Jidosha Kabushiki Kaisha Power transmission apparatus, four-wheel drive vehicle with power transmission apparatus incorporated therein, method of transmitting power, and method of four-wheel driving
US20060108166A1 (en) * 2004-11-08 2006-05-25 Nissan Motor Co., Ltd. Hybrid four-wheel-drive
WO2006064335A1 (en) * 2004-12-14 2006-06-22 Toyota Jidosha Kabushiki Kaisha Power output apparatus and vehicle equipped therewith
GB2435869A (en) * 2006-02-25 2007-09-12 Ford Global Tech Llc Driveline and control method for hybrid vehicle
GB2438609A (en) * 2006-04-07 2007-12-05 Ford Global Tech Llc Four wheel drive hybrid vehicle with motor in final drive housing

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102897016A (en) * 2012-10-24 2013-01-30 同济大学 Drive transmission and control system of double-clutch variable-speed four-wheel driven hybrid power vehicle
CN104590248A (en) * 2015-01-04 2015-05-06 郑州宇通客车股份有限公司 Control method based on series-parallel hybrid power system
CN104590248B (en) * 2015-01-04 2017-04-05 郑州宇通客车股份有限公司 A kind of control method based on connection in series-parallel hybrid power system

Also Published As

Publication number Publication date
GB2454888B (en) 2012-06-06
GB0722838D0 (en) 2008-01-02

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