GB2487933A - Hybrid drive system - Google Patents

Hybrid drive system Download PDF

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Publication number
GB2487933A
GB2487933A GB1102191.2A GB201102191A GB2487933A GB 2487933 A GB2487933 A GB 2487933A GB 201102191 A GB201102191 A GB 201102191A GB 2487933 A GB2487933 A GB 2487933A
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GB
United Kingdom
Prior art keywords
engine
shaft
hybrid vehicle
electric motor
crankshaft
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Withdrawn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
GB1102191.2A
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GB201102191D0 (en
Inventor
Jeffrey Allen
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Scion Sprays Ltd
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Scion Sprays Ltd
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Filing date
Publication date
Application filed by Scion Sprays Ltd filed Critical Scion Sprays Ltd
Priority to GB1102191.2A priority Critical patent/GB2487933A/en
Publication of GB201102191D0 publication Critical patent/GB201102191D0/en
Publication of GB2487933A publication Critical patent/GB2487933A/en
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
    • 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
    • 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
    • B60K6/38—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 driveline clutches
    • 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
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M23/00—Transmissions characterised by use of other elements; Other transmissions
    • B62M23/02—Transmissions characterised by use of other elements; Other transmissions characterised by the use of two or more dissimilar sources of power, e.g. transmissions for hybrid motorcycles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/08—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing for rendering engine inoperative or idling
    • 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
    • B60W2300/36—Cycles; Motorcycles; Scooters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • 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)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Transmission Devices (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

A hybrid drive system for a vehicle comprises an internal combustion engine 100 and an electric motor 110, which can be employed in a small two-wheel hybrid vehicle. A hybrid vehicle with the system also comprises a battery for providing electrical power to the electric motor 110 and at least one wheel 130, arranged to rotate with an axle. The engine shaft, the motor shaft and the axle are directly connected, thereby preventing independent rotation of one of the engine shaft, the motor drive shaft and the axle. A four-stroke engine for such a vehicle may comprise a crankshaft; a cylinder; a piston, reciprocable within the cylinder, comprising a piston pin; a connecting rod, rotatably connected at a first end to the piston pin and at a second end to the crank shaft, wherein the second end of the connecting rod is connected to the crankshaft via a roller bearing or the crankshaft is supported by at least one roller bearing. The invention provides a simple parallel hybrid powertrain without a clutch between motor and engine.

Description

A Hybrid Drive System The invention relates to a hybrid drive system for a vehicle. Specifically, the invention relates to a hybrid drive system comprising an internal combustion engine and an electric motor. Particularly, but not exclusively, the hybrid drive system can be employed in a small two-wheel hybrid vehicle.
Conventionally systems for small vehicles will be provided in one of the three arrangements shown in Figure 1.
In Figure la, a conventional starter motor is used to provide initial rotation of an engine to enable it to fire correctly, and a complex variable ratio transmission with a centrifugal clutch arrangement is used to transfer power to drive the wheel.
In Figure ib, a start / stop hybrid system uses a larger starter motor attached to the engine to achieve a quick start and some drive assistance at pull away conditions, but the engine drive is still through a conventional mechanical transmission system with a clutch.
In Figure lc, a series hybrid configuration is shown in which an engine is employed to drive an electrical generator to charge a battery. The battery powers a second electrical motor to drive the wheel(s) of the vehicle. In such a system the engine can be matched to the generator for improved efficiency.
Such systems generally include complicated mechanical transmission systems incorporating at least one clutch between the engine or motor and the wheel(s) of the vehicle and complex electrical motor I generator arrangements. Such transmission systems are expensive, heavy, inefficient, and require frequent maintenance.
According to a first aspect of the invention there is provided a hybrid vehicle defined by claim 1.
Advantageously, such a vehicle does not need a complicated transmission system.
Such a vehicle can preferably be embodied as a two-wheeled vehicle, having the recited driven wheel as a rear wheel and one freely rotatable wheel.
This two-wheeled vehicle could be manufactured at low cost because it does not require a clutch or a complex transmission.
Since the wheel can be driven at low speeds by the electric motor, the vehicle may be activated more quickly than a conventional engine driven vehicle.
The electric motor provides better low-speed speed control than a conventional engine driven vehicle which uses a mechanical transmission with a clutch to achieve low speeds.
The efficiency of the direct connection between the driving component and the wheel (preferably using a toothed belt or a chain) is much higher than would be achieved in a clutched system in which a certain amount of slip will occur.
Plain bearings (e.g. sleeve type bearings or bushes) merely provide a low friction bearing surface to support the relative motion between two components.
Conventionally, a four-stroke engine will be provided with be provided with plain bearings to support the crank shaft, to connect the connecting rod to the crank shaft, and to connect the connecting rod to the piston pin.
Such bearings being simply sleeves of material that require constant lubrication, typically provided by a high pressure supply of oil.
The high pressure oil supply is a pumped supply driven by rotation of the engine. Such a pump is expensive, adds weight to the vehicle, and increases the load on the engine.
It is necessary for the crankshaft of the engine to be rotating at sufficient rates of rotation for the oil to reach high enough pressures to adquately lubricate the plain bearings.
In the hybrid vehicle of the first aspect, the engine may be driven by the electric motor to rotate a low rates of rotation at which such conventional bearings would not receive adequate lubrication.
According to a second aspect of the invention there is provided a four-stroke engine defined by claim 13.
According to a third aspect of the invention there is provided a four-stroke engine defined by claim 14.
Roller bearings support loads between two components by way of a plurality of rotatable elements, which roll with relative rotation of the components. As used herein, the term roller bearings covers all such bearings, including those which comprise rollers as the rotatable elements and those which comprise ball-bearings as the rotatable elements. Such bearings are much less reliant on lubrication than plain bearings.
Unconventionally, embodiments of four-stroke engines according to the second and third aspects include roller bearings where plain bearings would normally be present.
Advantageously, these engines are suitable for use in embodiments of hybrid vehicles according to the first aspect of the invention, since the crankshaft is adequately supported for rotation despite the absence of a source of lubricant.
Indeed, such engines can be provided without high pressure lubricant pumps.
As many two-stroke engines are often fitted with roller bearings and can rotate at low speed without the need for pressurised lubrication systems they are suitable for use in the hybrid vehicle without any modification.
Preferred embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 depicts schematic representations of a conventional mechanical drive system and two conventional hybrid drive systems; and Figure 2 depicts a schematic representation of a first embodiment of a hybrid drive in accordance with the invention.
As can be seen in Figure 2, a first embodiment of a hybrid vehicle comprises: an internal combustion engine 100; an electric motor 110; and at least one wheel 130.
A battery (not shown) is also provided in order to power the electric motor 110.
The engine 100, the motor 110 and the wheel 130, are directly connected. As a result the engine shaft of the engine 100, the motor shaft of the motor 110, and the axle supporting the wheel 130 rotate together, i.e. rotation of any of the engine shaft, the motor shaft or the axle, is not possible without corresponding rotation of the others. This can be achieved by including fixed gearing between the engine 100, the motor 110, and the wheel 130, such that they rotate at different rotational speeds. However, the ratios of rotational speeds between the engine 100, the motor 1101 and the wheel 130, will always be fixed. Such direct connection does not include a clutch, so the engine shaft, the motor shaft and the axle can be said to be permanently connected.
As can be seen from the figure, the axle of the wheel 130 is driven by the electric motor 110 and the engine 100 via a drive belt 120 wrapped about two pulleys.
Alternatively, a chain 120 meshing with two gear wheels could be provided.
The engine 2100 in the conventional vehicle of Figure lb operates only at relatively high rates of crankshaft rotation. In order to drive the wheel 2130 at low speeds, a clutch 2140 must be provided to allow slip.
Such a vehicle is not efficient and must include additional transmission components such as the clutch 2140 to ensure the vehicle can be driven at such low speeds.
The engine 3100 in the conventional vehicle of Figure lc can operate at relatively high rates of crankshaft rotation to efficiently drive the electric generator 3150 to charge a battery (not shown). The wheel 3130 is driven by the electric motor 3110, which is powered by the battery. The electric motor 3110 can efficiently provide drive at low speeds. However, both an electric motor and an electrical generator must be provided, each capable of working at the power capacity of the engine, leading to a heavy and expensive vehicle.
Since the wheel of the hybrid vehicle of Figure 2 is driven by both the engine 100 and the electric motor 110, the engine 100 can provide high power output for high vehicle speeds and the electric motor 110 can provide drive at low speeds.
At low speeds, when the electric motor 110 is driving the wheel 130, the crank shaft of the engine 100 will rotate, but the engine 100 will not fire (in other words no fuel will be delivered to the cylinder(s), the piston(s) will reciprocate freely, and in four-stroke engines the valves will be deactivated.
Therefore, such a vehicle can operate in a low speed mode in which the wheel 130 is driven solely by the electric motor 110 and the engine shaft turns, but the engine is inactive.
The electric motor 110 provides more accurate control of wheel speed at low rates of revolution than would an engine driving the wheel via a clutch.
Since the electric motor is able to provide drive as soon as power is supplied from the battery. The hybrid vehicle can be activated much more quickly than a conventional engine driven vehicle.
The electric motor can provide efficient power at rates of revolution up to a rate corresponding to a first number of revolutions of the engine crankshaft per minute (the first number is preferably between 500 and 1000 revolutions of the engine crankshaft per minute). The engine 100 can be fired when the rate of revolution of the crankshaft is sufficient for efficient use of the engine and can become inactive when the rate of revolution drops below that value.
Advantageously, the firing of the engine 110 can be effected without a significant variation in torque applied to the wheel 130.
At high speeds, when the engine 100 is driving the wheel 130, the electric motor 110 will rotate with the engine and can act as a generator to charge the battery.
Advantageously, the electrical load applied by the electric motor when acting as a generator can be varied to thereby modulate the physical load on the engine.
Therefore, such a vehicle can operate in a high speed mode in which the wheel 130 is driven solely by the engine 100 and the electric motor 110 can optionally operate as a generator.
Alternatively, if further power output is required, the electric motor 110 can provide additional torque to supplement the drive provided by the engine 100 to drive the wheel 130.
Therefore, such a vehicle can operate in a high power mode in which the wheel 130 is driven both by the engine and the electric motor 110.
In preferred embodiments of the hybrid vehicle, a controller is provided to control the fuel supply, the ignition, and the valves of the engine 100, and to control the electric motor 110.
The controller communicates with a sensor which outputs a signal representative of the torque applied by the engine to the crankshaft.
Torque provided by the engine 100 will vary in accordance with the engine cycles of the engine cylinder(s).
When only one cylinder is provided, the electric motor can provide more torque when the engIne is in the compression phase and less torque when the engine is in the drive phase.
Indeed, the provision of the electric motor 110 can therefore remove the need for an engine flywheel.
When multiple cylinders are provided, the torque provided by the engine will vary less since the pistons will be out of phase with one another. However, there will be some periodic variation as the pistons reciprocate in the cylinders. The electric motor can be driven in coordination with the periodic torque provided by the engine to thereby smooth the torque applied to axle.
Regenerative braking can be used to charge the battery, by operating the electric motor 110 as a generator to resist rotation of the motor shaft, thereby resisting rotation of the axle and thus the wheel 130 is braked.
Therefore, such a vehicle can operate in a braking mode in which the wheel 130 drives the electric motor 110 to operate as a generator.
In a preferred embodiment, the engine shaft and motor shaft will be formed as a single unitary shaft, i.e. the engine shaft is the motor shaft.
In a preferable embodiment of the vehicle, the engine and motor are controlled by a single controller. The vehicle includes an input device that can be actuated by a user (for example, a rotatable handle). The input device is in communication with the controller and provides a power signal indicating the user's desired vehicle power output (optionally, the signal can be negative when braking is required).
The controller determines from the power signal, in which mode the vehicle should operate, the power to be supplied by the engine 100 and the power to be supplied or load to be applied by the motor/generator 110.
-10 -The controller may communicate with a speed sensor determining the rate of rotation of the engine shaft, the motor shaft, or the axle (there will always be a fixed ratio between these values) . The speed sensor will output a speed signal indicative of the speed of all of the engine 100, the motor 110, and the wheel 130.
The controller may also communicate with a load sensor determining the load on the engine. The load sensor could be, for example, a throttle position sensor,.a pressure sensor in the inlet manifold, or a torque sensor on one of the shafts. The load sensor will output a load signal indicative of the load on the engine 100.
For example:
the controller can determine the braking mode is required when the user indicates a negative power using the input device; the controller can determine the low speed mode is required when the user indicates a positive power using the input device, but the speed signal indicates that the engine shaft is rotating below a first number of revolutions per minute; the controller can determine the high speed mode is required when the user indicates a positive power using the input device, but the speed signal indicates that the engine shaft is rotating at or above a first number of revolutions per minute; and the controller can determine the high power mode is required when the user indicates a power greater than a stored value using the input device.
In the braking mode, the controller controls the amount of resistance provided by the motor 110 operating as a generator in direct relation to the power signal.
In the low speed mode, the controller controls the amount of drive provided by the motor 110 in direct relation to the power signal.
In the high speed mode, the controller controls the amount of drive provided by the engine 100 and the amount of resistance provided by the motor 110 (operating as a generator) such that the total power delivered to the wheel varies in direct relation to the power signal. The controller stores a look-up table linking the desired power output of the vehicle in this mode with the power output of the engine 100 and the resistance offered by the electric motor as a generator 110. The values stored in the look-up table can be determined in advance to maximise the efficiency of the vehicle as a whole.
In the power mode, the controller controls the amount of drive provided by each of the engine 100 and the motor such that the total power delivered to the wheel varies in direct relation to the power signal. The controller stores a look-up table linking the desired power output of the vehicle in this mode with the power output of the engine 100 and the power output of the motor 110. The values stored in the look-up table can be determined in advance to maximise the efficiency of the vehicle as a whole.
Preferably, the look-up table used in each of the high speed mode and the high power mode, will correlate the power output of the engine 100 and the power output of -12 -the motor 110 with the desired power, the speed indicated by the speed signal, and the power indicated by the power signal.
Alternatively, the controller can store a function for each mode to determine the relative power supply/demand of the engine 100 and motor 110.
The internal combustion engine used in the vehicle disclosed above may be a two-stroke engine or a four-stroke engine. The engine may have one or more cylinders.
A preferred embodiment of an internal combustion engine for use in the above-disclosed hybrid vehicle will be a four-stroke engine that includes a crankshaft supported by roller bearings, which drives one or more connecting rods mounted thereon, also using roller bearings. The connecting rod(s) may be attached to the piston pin(s) of the engine piston(s) using roller bearings.
Advantageously, the crankshaft of such an engine can be driven to rotate at low rates with little or no supply of lubricant, without causing any damage to the engine.
In further preferred embodiments, the crankshaft is located in a crankshaft casing. The engine comprises an air intake manifold through which charge air passes to charge the engine. The crankshaft casing can form part of the air intake manifold. As such, intake air carrying fuel can pass through the crankshaft casing and cool the roller bearings. The intake air can also carry oil, which will lubricate the crankshaft bearings.
-13 -An alternative or additional lubrication system suitable for lubricating the bearings would be that disclosed in WO 2008/104778, which is full incorporated herein by reference.
Such a lubrication system comprises: a reservoir of lubricant; one or more fluid injector(s) which functions as a positive displacement pump, which is connected to the reservoir of lubricant and which dispenses an amount of lubricant which is fixed for each and every operation of the injector; and an electronic controller which controls operation of the injector(s) Preferably, individual injectors can be provided to deliver fluid directly to each bearing.
Preferably, the controller will control delivery of lubricant by the injector and controls how many times the injector dispenses lubricant in each engine cycle and/or timing of delivery of lubricant in each engine cycle of the injector in dependence upon engine shaft speed (when the engine is active or inactive) and/or engine load (when the engine is active).
Preferably, the controller will increase in number the operations per cycle of the injector with increasing engine speed and/or load and the controller will decrease in number the operations per cycle of the injector with decreasing engine speed and/or load.

Claims (4)

  1. Claims: 1. A hybrid vehicle, comprising: an internal combustion engine, having an engine shaft; an electric motor, having a motor shaft; a battery for providing electrical power to the electric motor; at least one wheel, arranged to rotate with an axle, wherein: the engine shaft, the motor shaft and the axle are directly connected, thereby preventing independent rotation of one of the engine shaft, the motor drive shaft and the axle.
  2. 2. A hybrid vehicle according to claim 1, wherein: the hybrid vehicle operates in a low speed mode and in a high speed mode; in the low speed mode the electric motor drives the motor shaft to rotate, which in turn rotates the engine shaft and the axle, thereby driving the wheel; and in the high speed mode the engine drives the engine shaft to rotate, which in turn rotates the motor shaft and the axle, thereby driving the wheel.
  3. 3. A hybrid vehicle according to claim 2, wherein in the low speed mode the engine shaft rotates at less than 500 revolutions per minute and in the high speed mode the engine shaft rotates at at least 500 revolutions per minute
  4. 4. A hybrid vehicle according to claim 2 or claim 3, wherein: -15 -in the high speed mode the engine drives the electric motor to rotate thereby generating electricity and charging the battery.S. A hybrid vehicle according to claim 4, further comprising a control device for controlling the speed of the vehicle, wherein: the electric motor acting as a generator applies a load to the engine; and the load applied by the electric motor to the engine varies in dependence upon the engine output demand determined by the control device.6. A hybrid vehicle according to any preceding claim, wherein the electric motor forms the starter motor for the engine.7. A hybrid vehicle according to any preceding claim, wherein the engine is fired when the electric motor drives the engine crankshaft to rotate at greater than a first predetermined rotational speed.8. A hybrid vehicle according to claim 7, wherein the engine is fired when the electric motor drives the engine crankshaft to rotate at greater than a number of revolutions per minute falling in the range 500 to 600.9. A hybrid vehicle according to any preceding claim, wherein: the hybrid vehicle can operate in a power mode; and in the power mode the electric motor drives the motor shaft to rotate and the engine drives the engine shaft to rotate, whereby both the engine and the electric motor provide torque to the axle to thereby drive the wheel.10. A hybrid vehicle according to claim 9, wherein: the engine drives the engine shaft with a torque that varies periodically; and the electric motor is driven in coordination with the periodic torque provided by the engine to thereby smooth the torque applied to axle.11. A hybrid vehicle according to claim 9, wherein the engine has a single cylinder and the electric motor is driven in coordination with the phase of the engine cycle to provide greater torque when the engine is in the compression phase than when the engine is in the power phase.12. A hybrid vehicle according to any preceding claim, wherein: the hybrid vehicle can operate in a braking mode; and in the braking mode rotation of the axle can be resisted by the electric motor thereby generating electricity and charging the battery.13. A hybrid vehicle according to any preceding claim, wherein: the engine shaft is the motor shaft and drives a belt or chain; and the axle is driven by the belt or chain.14. A four-stroke engine, comprising: a crankshaft; a cylinder; a piston, reciprocable within the cylinder, comprising a piston pin; a connecting rod, rotatably connected at a first end.to the piston pin and at a second end to the crank shaft, wherein the second end of the connecting rod is connected to the crankshaft via a roller bearing.15. A four-stroke engine, comprising: a crankshaft; a cylinder; a piston, reciprocable within the cylinder, comprising a piston pin; a connecting rod, rotatably connected at a first end to the piston pin and at a second end to the crank shaft, wherein the crankshaft is supported by at least one roller bearing.16. A four-stroke engine according to claim 14, wherein the crankshaft is supported by a roller bearing.17. A four-stroke engine according to any one of claims 14 to 16, further comprising a crankshaft casing in which the crankshaft is located, wherein the crankshaft casing forms at least part of an air intake manifold for supplying charge air to the cylinder.18. A four-stroke engine according to any one of claims 14 to 17, further comprising at least one fluid injector, arranged to deliver lubricant to a/the roller bearing.19. A hybrid vehicle according to any one of claims 1 to 13, wherein the internal combustion engine is a four-stroke engine according to any one of claims 14 to 18.-18 - 20. A hybrid vehicle according to any one of claims 1 to 13, wherein the internal combustion engine is a two-stroke engine.
GB1102191.2A 2011-02-08 2011-02-08 Hybrid drive system Withdrawn GB2487933A (en)

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Cited By (3)

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CN107667028A (en) * 2015-08-25 2018-02-06 宝马股份公司 Hybrid power transmission mechanism for motor vehicle
WO2018168854A1 (en) * 2017-03-15 2018-09-20 株式会社エクセディ Automatic two-wheeled vehicle motive-force transmission system
US11753111B2 (en) 2018-01-02 2023-09-12 Ford Global Technologies, Llc Hybrid drive

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EP3507121A1 (en) * 2016-08-31 2019-07-10 BorgWarner Sweden AB A hybrid drive module having an electric motor
CN109296455B (en) * 2018-11-03 2022-08-30 肖光宇 Piston reciprocating tank engine

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JPS57121931A (en) * 1981-01-22 1982-07-29 Masao Chiba Car with independent power plant
US20040016582A1 (en) * 2002-07-23 2004-01-29 Chien-Chang Ho Vehicle with motor and engine
US20060063638A1 (en) * 2002-12-16 2006-03-23 Emilio Vitale Hybrid drive assembly for a vehicle, in particular a scooter
GB2446270A (en) * 2007-02-02 2008-08-06 Ford Global Tech Llc Hybrid vehicle with engine power cylinder deactivation

Patent Citations (4)

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Publication number Priority date Publication date Assignee Title
JPS57121931A (en) * 1981-01-22 1982-07-29 Masao Chiba Car with independent power plant
US20040016582A1 (en) * 2002-07-23 2004-01-29 Chien-Chang Ho Vehicle with motor and engine
US20060063638A1 (en) * 2002-12-16 2006-03-23 Emilio Vitale Hybrid drive assembly for a vehicle, in particular a scooter
GB2446270A (en) * 2007-02-02 2008-08-06 Ford Global Tech Llc Hybrid vehicle with engine power cylinder deactivation

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107667028A (en) * 2015-08-25 2018-02-06 宝马股份公司 Hybrid power transmission mechanism for motor vehicle
US10479185B2 (en) 2015-08-25 2019-11-19 Bayerische Motoren Werke Aktiengesellschaft Hybrid transmission for a motor vehicle
WO2018168854A1 (en) * 2017-03-15 2018-09-20 株式会社エクセディ Automatic two-wheeled vehicle motive-force transmission system
JP2018150020A (en) * 2017-03-15 2018-09-27 株式会社エクセディ Power transmission system for motor cycle
US11753111B2 (en) 2018-01-02 2023-09-12 Ford Global Technologies, Llc Hybrid drive

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