GB2498785A - Split hybrid having manual transmission and series mode - Google Patents

Split hybrid having manual transmission and series mode Download PDF

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Publication number
GB2498785A
GB2498785A GB1201462.7A GB201201462A GB2498785A GB 2498785 A GB2498785 A GB 2498785A GB 201201462 A GB201201462 A GB 201201462A GB 2498785 A GB2498785 A GB 2498785A
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GB
United Kingdom
Prior art keywords
motor
clutch
text
wheel drive
hybrid powertrain
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Withdrawn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
GB1201462.7A
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GB201201462D0 (en
Inventor
Roberto Romanato
Gabriele Giraudo
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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Priority to GB1201462.7A priority Critical patent/GB2498785A/en
Publication of GB201201462D0 publication Critical patent/GB201201462D0/en
Publication of GB2498785A publication Critical patent/GB2498785A/en
Withdrawn legal-status Critical Current

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/50Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54Transmission for changing ratio
    • B60K6/547Transmission for changing ratio the transmission being a stepped gearing
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/22Arrangement 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
    • B60K6/36Arrangement 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
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/22Arrangement 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
    • B60K6/38Arrangement 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
    • B60K6/387Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/42Arrangement 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
    • B60K6/44Series-parallel type
    • B60K6/442Series-parallel switching type
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/50Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52Driving a plurality of drive axles, e.g. four-wheel drive
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W30/00Purposes 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/19Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K2702/00Control devices wherein the control is combined with or essentially influenced by the engine or coupling, e.g. in an internal combustion engine, the control device is coupled with a carburettor control device or influenced by carburettor depression
    • B60K2702/08Semi-automatic or non-automatic transmission with toothed gearing
    • B60K2702/10Semi-automatic or non-automatic transmission with toothed gearing without a preselection system
    • B60K2702/12Semi-automatic or non-automatic transmission with toothed gearing without a preselection system the control being mechanical
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W2540/00Input parameters relating to occupants
    • B60W2540/14Clutch pedal position
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60YINDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00Special features of vehicle units
    • B60Y2400/70Gearings
    • B60Y2400/71Manual or semi-automatic, e.g. automated manual transmissions
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles

Abstract

A hybrid powertrain 100 for a vehicle 101 comprises a first wheel drive 105, a second wheel drive 110, an engine 160 having a crankshaft 180, a first motor-generator electric unit 195 coupled to the crankshaft 180, a second motor-generator electric unit 145 coupled to the second wheel drive 110, and an electrical energy storage device 135 con­nected to both motor-generator electric units 195, 145. A manual transmission 215 coupled to the first wheel drive 105 is drivable by the crankshaft 180 via a clutch 220. An electric actuator 400 is provided for actuating the clutch 220, and an electronic control unit 405 (ECU) is in communication with the electric actuator 400. The clutch may provide disconnection of the transmission when the first motor generator 195 is not operating as a motor, according to a mode of the vehicle. The clutch 220 is operated by the ECU, which may take account of a drivers clutch pedal position. The invention provides a hybrid vehicle with automatic mode control and the efficiency and cost advantages of a manual transmission.

Description

HYBRID POWERTRAIN
TECHNICAL FIELD
The present invention relates to a hybrid powertrain of a motor vehicle.
BACKGROUND
It is known that any motor vehicle is equipped with a powertrain designed to produce the traction necessary for the motor vehicle to move. A powertrain of a motor vehicle basi-cally comprises at least one power source provided for generating mechanical power, and at least one wheel drive, typically a front wheel drive or a rear wheel drive, which re-ceives the mechanical power form the power source and delivers it to the road surface.
Within this scheme, a hybrid powertrain comprises at least two power sources, including an internal combustion engine (ICE), such as for example a compression-ignition engine (Diesel engine) or a spark-ignition engine (gasoline or gas engine), and a motor-generator electric unit (MGU), which is connected to an electrical energy storage device (battery). The MGU can operate as an electric motor for assisting or replacing the ICE in propeiiiny the motor vahiclo, and can also operate as an electric qenerator, especially when the motor vehicle is braking, for charging the battery.
Among the hybrid powertrains, the so called All-Wheel Drive (AWD) hybrid powertrains comprise an ICE having a crankshaft coupled to supply mechanical power to a first wheel drive, typically the front wheel drive, a first MGU, which is connected to a battery and is coupled to the crankshaft, in order to supply additional mechanical power or ab- sorb mechanical power to/from the first wheel drive, and a second MGU, which is con- nected to the same battery of the first MGU but it is coupled to supply or absorb me-chanical power to/from a second wheel drive, typically the rear wheel drive.
The ICE and the MGUs are in communication with an electronic control unit (ECU), which is configured for determining an operating mode to be performed by the AWO hy-brid powertrain, namely for determining whether the first MGU and the second MGU should operate as electric motor, electric generator or be inactive, and for operating the AWD hybrid powertrain accordingly.
In order to allow the ECU to effectively operate these AWD hybrid powertrains, for ex- ample in order to allow a pure electric launch or a pure electric cruising of the motor ye-hide, the engine crankshaft is usually coupled to the first wheel drive by means of an automatic or semi-automatic transmission controlled by the ECU, such as for example a Continuous Variable Transmission (CVT) or a Dual Clutch Transmission (DCT).
However, these automatic or semi-automatic transmissions have a limited mechanical efficiency, which increases the fuel consumption and the polluting emissions of the AWD hybrid powertrain, and they are also very expensive, thereby increasing the production cost of the AWD hybrid powertrain.
An object of an embodiment of the present invention is therefore to solve the above men-tioned drawbacks with a simple, rational and rather cheap solution.
SUMMARY
These and/or other objects are attained by the characteristics of the embodiments of the invention as reported in independent claims. The dependent claims recite preferred and/or especially advantageous features of the embodiments of the invention, In particular, an embodiment of the invention provides a hybrid powertrain for a motor vehicle, comprising a first wheel drive, a second wheel drive, an internal combustion en-gine having a crankshaft, a flrst motor-generator electric unit coupled to the engine crankshaft, a second motor-generator electric unit coupled to the second wheel drive, an electrical energy storage device connected to the first and the second motor-generator electric unit, a manual transmission coupled to the first wheel drive, a clutch coupling the manual transmission to the engine crankshaft, an electric actuator for actuating the clutch, and an electronic control unit in communication with the electric actuator for oper-ating the clutch through the electric actuator.
It should be understood that a manual transmission (also referred as manual gearbox) is a mechanical device that can be actuated by a human driver of the motor vehicle, in or-der to change (shift) the gear ratio between the engine crankshaft and the first wheel drive. More particularly, the actuation of the manual transmission is purely manual, namely without the aid of any other actuator except the human driver.
The manual transmission is generally cheaper than any other automatic or semi- automatic transmission, so that it advantageously reduces the production cost of the hy-brid powertrain. In addition, the manual transmission has generally a greater mechanical efficiency, so that it advantageously reduces also the fuel consumption and the polluting emissions of the hybrid powertrain.
Besides, the use of an electrically actuated clutch operated by the electronic control unit allows the latter to disengage the mechanical transmission from the engine crankshaft independently by the driver will. Thanks to this possibility, the electronic control unit may advantageously have a complete control on the operating modes of the hybrid power-train.
According to an aspect of the invention, the hybrid powertrain may further comprise a clutch pedal movable from a released position to a pressed position, and a clutch pedal position sensor connected to the electronic control unit for sending input signals (hereto.
This aspect of the invention has the advantage of allowing the electronic control unit to operate the clutch taking into account also the position of the clutch pedal.
According to still another aspect of the invention, the first wheel drive is a front wheel drive, and the second wheel drive is a rear wheel drive.
This solution has the advantages of improving stability and vehicle dynamics.
Another embodiment of the invention provides a motor vehicle comprising the hybrid po-wertrain.
This embodiment of the invention has basically the same advantages of the hybrid po- wertrain mention above, in particular those of reducing the production cost and of in-creasing the efficiency of the motor vehicle equipped with the hybrid powertrain.
Still another embodiment of the invention provides a method for operating the hybrid po-wertrain described above, which comprises the steps of: -determining an operating mode for the hybrid powertrain, -operating the hybrid powertrain according to the determined operating mode, and -operating the clutch on the basis of the operating mode of the hybrid powertrain.
In this way, it is advantageously possible to enhance the effectiveness of some hybrid powertrain operating modes andior introduce additional hybrid operating modes, in such a way that wouldn't be possible using a manual transmission and a traditional clutch con-trolled by the human driver.
By way of example, an aspect of the invention provides for the method to comprise the step of operating the clutch to disconnect the engine crankshaft from the manual trans- mission, if the operating mode of the hybrid powertrain provides for the first motor-generator electric unit to be inactive, namely to operate neither as electric motor nor as electric generator, and for the second motor-generator electric unit to operate as electric generator.
This hybrid powertrain operating mode may be referred as regenerative braking mode, since the second motor-generator electric unit is advantageously used to charge the bat-tery, while the internal combustion engine may be turned off. This regenerative braking mode has a great efficiency, because the internal combustion engine is disengaged from the first wheel drive and thus does not introduces pumping losses in the energy balance.
According to another aspect of the invention, the method may include the step of operat-ing the clutch to disconnect the engine crankshaft from the manual transmission, if the operating mode of the hybrid powertrain provides for the first motor-generator electric unit to be inactive and for the second motor-generator electric unit to operate as electric motor.
This hybrid powertrain operating mode may be referred as pure electric mode, since the motor vehicle is propelled only by the second motor-generator electric unit while the in- ternal combustion engine may be turned off. Also this pure electric mode has a great ef-ficiency, because the internal combustion engine is disengaged from the first wheel drive and thus does not introduces pumping losses in the energy balance.
According to still another aspect of the invention, the method may comprise the step of operating the clutch to disconnect the engine crankshaft from the manual transmission, if the operating mode of the hybrid powertrain provides for the first motor-generator electric unit to operate as electric generator and for the second motor-generator electric unit to operate as electric motor.
This hybrid powertrain operating mode may be referred as serial mode, since the motor vehicle is propelled by the second motor-generator electric unit powered by the battery, which in its turn is contemporaneously charged by the first motor-generator electric unit driven by the internal combustion engine.
Another aspect of the invention provides for the method to comprise the further steps of: -sensing a position of the clutch pedal, and -operating the clutch to disconnect the engine crankshaft and the manual transmission, if the clutch pedal is sensed to be in the pressed position.
This aspect of the invention has the advantage of guaranteeing that the engine crank-shaft and the manual transmission are mutually disengaged whenever the human driver tries to actuate the manual transmission, thereby preventing potential damages of the manual transmission itself.
The method according to the invention can be carried out with the help of a computer program comprising a program-code for carrying out all the steps of the method de-scribed above, and in the form of a computer program product on which the computer rirogram is stored. The method can be also embodied as an electromagnetic signal, said signal being modulated to carry a sequence of data bits which represent a computer pro-gram to carry out all steps of the method.
By way of example, the computer program product may be embodied as hybrid power-train for a motor vehicle, comprising a first wheel drive, a second wheel drive, an internal combustion engine having a crankshaft, a first motor-generator electric unit coupled to the engine crankshaft, a second motor-generator electric unit coupled to the second wheel drive, an electrical energy storage device connected to the first and the second motor-generator electric unit, a manual transmission coupled to the first wheel drive, a clutch coupling the manual transmission to the engine crankshaft, an electric actuator for actuating the clutch, an electronic control unit in communication with the electric actuator, and a memory system in which the computer program is stored.
Another embodiment of the invention provides an apparatus for operating a hybrid pow-ertrain for a motor vehicle, wherein the hybrid powertrain comprises a first wheel drive, a second wheel drive, an internal combustion engine having a crankshaft, a first motor- generator electric unit coupled to the engine crankshaft, a second motor-generator elec- tric unit coupled to the second wheel drive, an electrical energy storage device con-nected to the first and the second motor-generator electric unit, a manual transmission coupled to the first wheel drive, a clutch coupling the manual transmission to the engine crankshaft, and an electric actuator for actuating the clutch, and wherein the apparatus further comprises: -means for determining an operating mode for the hybrid powertrain, -means for operating the hybrid powertrain according to the determined operating mode, and -means for operating the clutch on the basis of the operating mode of the hybrid power-train.
This embodiment of the invention has basically the same advantages of the method dis-closed above, including that of enhancing the effectiveness of some hybrid powertrain operating modes and/or introducing additional hybrid operating modes.
Still another embodiment of the invention provides an automotive system including a hy-brid powertrain which comprises a first wheel drive, a second wheel drive, an internal combustion engine having a crankshaft, a first motor-generator electric unit coupled to the engine crankshaft, a second motor-generator electric unit coupled to the second wheel drive, an electrical energy storage device connected to the first and the second motor-generator electric unit, a manual transmission coupled to the first wheel drive, a clutch coupling the manual transmission to the engine crankshaft, an electric actuator for actuating the clutch, and an electronic control unit in communication with the electric ac-tuator, wherein the electronic control unit is configured to: -determine an operating mode for the hybrid powertrain, -operate the hybrid powertrain according to the determined operating mode, and -operate the clutch on the basis of the operating mode of the hybrid powertrain.
Also this embodiment of the invention has basically the same advantages of the method disclosed above, including that of enhancing the effectiveness of some hybrid powertrain operating modes and/or introducing additional hybrid operating modes.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will now be described, by way of example, with reference to the accompanying drawings.
Figure 1 is a schematic representation of an hybrid powertrain according to an embodi-ment of the invention.
Figure 2 is a schematic section of an internal combustion engine belonging to the hybrid powertrain of figure 1.
Figure 3 is a more detailed representation of a portion of the hybrid powertrain of figurel.
DETAILED DESCRIPTION
Some embodiments may include a hybrid powertrain 100 of a motor vehicle 101, such as for example an All-wheel drive (AWD) hybrid powertrain, as shown in figures 1.
The hybrid powertrain 100 may comprise two independent wheel drives, including a front wheel drive 105 and a rear wheel drive 110. The front wheel drive 105 schematically comprises a carrying axle 115 and two wheels 120, which are coupled to the carrying axle 115 and are destined to stay on the road surface. Likewise, the rear wheel drive 110 schematically comprises a carrying axle 125 and two wheels 130, which are coupled to the carrying axle 125 and are destined to stay on the road surface.
The hybrid powertrain 100 further comprises an electrical energy storage device, in this example a High Voltage (HV) battery 135. The HV battery 135 may be equipped with a DC/DC converter 140, which is destined to recharge an additional low-voltage (i.e. 12V) battery (not shown) of the motor vehicle 101.
The hybrid powertrain 100 further comprises a rear motor-generator electric unit (MGU) 145, which is connected to the HV battery 135 through an inverter 150. The rear MGU is an Electric Machine (EM), namely an electro-mechanical energy converter, which is able either to convert electricity supplied by the HV battery 135 into mechanical power (i.e., to operate as an electric motor) or to convert mechanical power into electricity that charges the HV battery 135 (i.e., to operate as electric generator).
In greater details, the rear MGU 145 may comprise a rotor, which is arranged to rotate with respect to a stator, in order to generate or respectively receive the mechanical power. The rotor may comprise means to generate a magnetic field and the stator may comprise electric windings connected to the HV battery 135, or vice versa. When the rear MGU 145 operates as electric motor, the HV battery 135 supplies electric currents in the electric windings, which interact with the magnetic field to set the rotor in rotation. Con-versely, when the rear MGU 145 operates as electric generator, the rotation of the rotor causes a relative movement of the electric wiring in the magnetic field, which generates electrical currents in the electric windings. The rear MGU 145 may be of any known type, for example a permanent magnet machine, a brushed machine or an induction machine.
The rear MGIJ 145 may also be either an asynchronous or a synchronous machine.
The rotor of the rear MGU 145 comprises a coaxial shaft 151, which is mechanically coupled to the carrying axle 125 of the rear wheel drive 110 through a differential 155. In this way, when the rear MGU 145 operates as electric motor, the mechanical power gen-erated thereby is transferred to the wheels 130, putting them into rotation. Conversely, when the rear MGU 145 operates as electric generator, the rotation of the wheels 130 is transferred to the rotor of the rear MGU 145 charging the HV battery 135.
The hybrid powertrain 100 further comprises an internal combustion engine (ICE) 160, such as for example a diesel engine or a gasoline engine.
As shown in figure 2, the ICE 160 schematically comprises an engine block 165 defining one or more cylinders 170 having a piston 175 coupled to rotate a crankshaft 180. A cyl-inder head 185 cooperates with the piston 175 to define a combustion chamber 190. A fuel and air mixture (not shown) is disposed in the combustion chamber 190 and ignited, resulting in hot expanding exhaust gasses that cause reciprocal movement of the piston 175, and thus rotational movement of the crankshaft 180.
The hybrid powertrain 100 further comprises a front motor-generator electric unit (MGU) 195, which is connected to the HV battery 135 through an inverter 200. The front MGU is an electric machine, namely an electro-mechanical energy converter, which is able either to convert electricity supplied by the HV battery 135 into mechanical power (i.e., to operate as an electric motor) or to convert mechanical power into electricity that charges the HV battery 135 (i.e., to operate as electric generator).
The basic constructional features of the front MGU 195 may be the same that have been described for the rear MGU 145. However, the front MGU 195 usually has smaller di-mensions and lower nominal power than the rear MGU 145.
The rotor of the front MGU 195 may comprise a coaxial shaft 205, which is mechanically coupled to the crankshaft 180 of the ICE 160. In this way, when the front MGLJ 195 oper-ates as electric motor, the mechanical power generated thereby is transferred to the crankshaft 180, putting it into rotation. Conversely, when the front MGU 195 operates as electric generator, the rotation of the crankshaft 180 is transferred to the rotor of the front MGU 195 charging the HV battery 135. In the present example, the shaft 205 is me-chanically coupled to the crankshaft 180 through a transmission belt 210, similarly to a conventional alternator starter, so that the front MGU 195 may be also referred as Belt Alternator Starter (BAS).
The crankshaft 180 is mechanically coupled to the carrying axle 115 of the front wheel drive 105 through a Manual Transmission (MT) 215, a clutch 220 connecting the manual transmission 215 to the crankshaft 180, and a differential 225 connecting the manual transmission 215 to the carrying axle 115. In this way, the rotation of the crankshaft 180 can be transferred to wheels 120 of the front wheel drive 105, and vice versa.
The manual transmission 215 (also referred as manual gearbox) is a mechanical device that can be actuated by a human driver of the motor vehicle 101, in order to change (shift) the gear ratio between the crankshaft 180 and the wheels 120 of the front wheel drive 105. The actuation of the manual transmission 215 is purely manual, namely with- out the aid of any other actuator (e.g. electric actuator or the like) except the human driv-er himself.
The manual transmission 215 of the present example may be a five-speed manual transmission with reverse gear, as shown in figure 3. The manual transmission 215 corn-rises an input shaft 230, which is coupled to the crankshaft 180 through the clutch 220 and which carries a gear wheel 235. The gear wheel 235 is coupled to the input shaft 230 such as to rotate therewith as a single unit. The manual transmission 215 further comprises a countershaft 240, which carries a gear wheel 245. The gear wheel 245 is coupled to the countershaft 240 such as to rotate therewith as a single unit, and it is in mesh with the gear wheel 235, so that the countershaft 240 and the input shaft 230 are directly connected. In this way, whenever the input shaft 230 is rotating, the countershaft 240 is rotating too, but in opposite directions. The countershaft 240 carries six additional gear wheels, respectively indicated as 250, 255, 260, 265, 270 and 275. Also these six additional gear wheels are coupled to the countershaft 240 such as to rotate therewith as a single unit. The manual transmission 215 further comprises an output shaft 280, which is connected to the carrying axle 115 of the front wheel drive 105 through the differential 225. In this way, whenever the output shaft 280 is rotating, the wheels 120 of the front wheel drive 105 are rotating too, and vice versa. The output shaft 280 carries six gear wheels, respectively indicated as 285, 290, 295, 300, 305 and 310, each of which rides on a respective bearing, so as to be able to freewheeling on the output shaft 280. The gear wheel 285 is in mesh with the gear wheel 250 of the countershaft 240, so as to de-fine the first gear of the manual transmission 215. The gear wheel 290 is in mesh with the gear wheel 255 of the countershaft 240, so as to define the second gear of the ma-nual transmission 215. The gear wheel 295 is in mesh with the gear wheel 260 of the countershaft 240, so as to define the third gear of the manual transmission 215. The gear wheel 300 is in mesh with the gear wheel 265 of the countershaft 240, so as to define the fourth gear of the manual transmission 215. The gear wheel 305 is in mesh with the gear wheel 270 of the countershaft 240, so as to define the fifth gear of the manual transmis- sion 215. Finally1 the gear wheel 310 is in mesh with an idle gearwheel 315, which is al-so in mesh with the gear wheel 275 of the countershaft 240, so as to define the reverse S gear of the manual transmission 215.
The output shaft 280 is a splined shaft that carries three collars, including a first collar 320 interposed between the gear wheel 285 and the gear wheel 290, a second collar 325 interposed between the gear wheel 295 and the gear wheel 300, and a third collar 330 interposed between the gear wheel 305 and the gear wheel 310. Each of the collars has an internal spline that matches with the external spline of the output shaft 280, so that it rotates with the output shaft 280 as a single unit, but it can slide thereon to engage either of the gear wheels between which it is interposed. To perform this engagement, the op-posite sides of each collar may be provided with frontal teeth, usually referred as dog teeth, which are designed to fit into holes on the sides of the respective gear wheels. In this way, when all the collars 320, 325, and 330 are disengaged from the respective gear wheels (as shown in figure 3), then the manual transmission 215 is in neutral and the output shaft 280 is disconnected from the input shaft 230. When one of the collars 320, 325 or 330 engages one of the respective gear wheels, then the output shaft 280 is ac-tually connected to the input shaft 230.
The sliding movements of the collars 320, 325 and 330 along the splined output shaft 280 is actuated by a manual shifter, in this example a shift lever 335, which is directly moved by the human driver of the motor vehicle 101.
In the present example, each of the collars 320, 325 and 330 is fastened to a corres-ponding selector fork, respectively indicated with 340, 345 and 350. Each of the selector forks 340, 345 and 350 is fastened to a connecting rod 355. Even if figure 3 shows only one connecting rod 355, it should be understood that there are three connecting rods 355 each of which is fastened to a respective of the selector forks 340, 345 and 350. The shift lever 335 may be selectively coupled with one of the three connecting rods 355, so that the movements of the shift lever 335 may be directly converted into sliding move-ments of the collars 320, 325 or 330, without any additional actuator.
Turning now to the clutch 220, this device is provided for selectively connecting and dis-cbnnecting the crankshaft 180 to/from the input shaft 230 of the manual transmission 215.
The clutch 220 of the present example may comprise a flywheel 360, which is coaxially connected to the crankshaft 180 so as to rotate therewith as a single unit. The clutch 220 may also comprise a clutch plate 365, a pressure plate 370 and a diaphragm spring 375, which are axially connected to the input shaft 230 of the manual transmission 215. More particularly, the clutch plate 365 is axially interposed between the flywheel 360 and the pressure plate 370, wherein the pressure plate 370 is fastened to the external edge of the diaphragm spring 375. Near this external edge, the diaphragm spring 375 is held by a series of pins 380, which are fastened to a clutch cover 385.
The clutch 220 further comprises a throw-out bearing 390, which freewheels on the input shaft 230 and can also axially slide thereon. The throw-out bearing 390 is fastened to a release fork 395, which is connected to an electric actuator 400. The electric actuator 400 may be powered by the HV battery 135.
As long as the electric actuator 400 is inactive, the diaphragm springs 375 pushes the pressure plate 370 against the clutch plate 365, which in turn presses against the flyw-heel 360. This create a friction between the flywheel 360 and the clutch plate 365, which connects the crankshaft 180 to the transmission input shaft 230, causing them to rotate at the same speed. In this case, the clutch 220 is said to be engaged.
When the electric actuator 400 is activated, it pushes on the release fork 395, which presses the throw-cut bearing 390 against the middle of the diaphragm spring 375 to-wards the clutch plate 365. As the middle of the diaphragm spring 375 is pushed, the pins 380 causes the diaphragm spring 375 to pull the pressure plate 370 away from the clutch plate 365, thereby removing the friction and disconnecting crankshaft 180 from the transmission input shaft 230. In this case, the clutch 220 is said to be disengaged.
The hybrid powertrain 100 may further include an electronic control unit (ECU) 405, which is in communication with the electric actuator 400 and is configured to delivery the-reto signals to control the clutch 220.
Furthermore, the ECU 405 may be in communication with a position sensor 410 of a clutch pedal 415, which can be moved by the human driver of the motor vehicle 101 from a released position to a pressed position. If the human driver moves the clutch pedal 415 in the pressed position, then the position sensor 410 sends a corresponding signal to the ECU 405. As a response of this signal, the ECU 405 is programmed to activate the elec-tric actuator 400 in order to disconnect the crankshaft 180 from the transmission input 3C shaft 230. In this way, the ECU 405 guarantees that the clutch 220 is disengaged, when-ever the human driver is going to actuate the manual transmission 215 for shifting the gear.
As schematically shown in figure 1, the ECU 405 may be in communication also with one or more sensors and/or devices associated with the ICE 160, the front MGU 195 and the rear MGU 145. More particularly, the ECU 405 may receive input signals from various sensors configured to generate the signals in proportion to various physical parameters associated with the ICE 160, the front MGU 195 and the rear MGU 145. Furthermore, the ECU 405 may generate output signals to various control devices that are arranged to control the operation of the ICE 160, the front MGU 195 and the rear MGU 145.
To perform this tasks, the ECU 405 may include a digital central processing unit (CPU) in communication with a memory system 420 and an interface bus. The memory system 420 may include various storage types including optical storage, magnetic storage, solid state storage, and other non-volatile memory. The interface bus may be configured to send, receive, and modulate analog and/or digital signals to/from the various sensors and control devices, as explained above. The CPU is configured to execute instructions stored as a program in the memory system 420, and send and receive signals to/from the interface bus. The program may embody all the methods that have been already dis- closes as well as the methods that will be disclosed hereinafter, allowing the CPU to car-ryout out all the steps of such methods.
More particularly, the ECU 405 may be configured to perform a so called Hybrid Optimi-zation Strategy (HOS). The HOS basically provides for the ECU 405 to determine1 on the basis of the current driving conditions and other operating parameters, an optimal operat-ing mode for the hybrid powertrain, namely to determine whether the ICE 160 has to be tamed-on or turned-off, whether the front MGU 195 has to operate as electric motor, electric generator or to remain inactive (neutral), and whether the rear MGU 145 has to operate as electric motor, electric generator or to remain inactive. Once the optimal op-erating mode has been determined, the HOS provides for the ECU 405 to operate and control the hybrid powertrain 100, namely the ICE 160, the front MGU 195, the rear MGU and also the clutch 220, accordingly.
By way of example, the HOS may select the optimal operating mode among the follow-ings: combustion mode, parallel mode, regenerative braking first mode, electric All-wheel drive (eAWD) mode1 regenerative braking second mode, and automatic electric mode, and serial mode.
According to the combustion mode, the ICE 160 is turned-on, the front MGU 195 is oper-ated as electric generator, and the rear MGU 145 is kept inactive. In this operating mode, the ECU 405 keeps the clutch 220 normally engaged, so that the motor vehicle 101 is pro$lled by the ICE 160. The ECU 405 may disengage the clutch 220 if the human driv-er presses the clutch pedal 415, for example to actuate the manual transmission 215.
According to the parallel mode, the ICE 160 is turned-on, the front MGU 195 is operated as electric motor, and the rear MGU 145 is operated as electric motor too. In this operat- ing mode, the ECU 405 keeps the clutch 220 normally engaged, so that the motor ve-hicle 101 is propelled by the ICE 160 and by the front MGU 195, as well as by the rear MGU 145. Also in this case, the ECU 405 may disengage the clutch 220 if the human driver presses the clutch pedal 415, for example to actuate the manual transmission 215.
According to the regenerative braking first mode, the ICE 160 is turned-on, the front MGU 195 is operated as electric generator, and the rear MGU 145 is operated as electric generator too. In this operating mode, the ECU 405 keeps the clutch 220 normally en-gaged, so that the motor vehicle 101 is propelled by the ICE 160, while the MGUs 145 and 195 charge the HV battery 135. Also in this case, the ECU 405 may disengage the clutch 220 if the human driver presses the clutch pedal 415, for example to actuate the manual transmission 215.
According to the eAWD mode, the ICE 160 is turned-on, the front MGU 195 is operated as electric generator, and the rear MGU 145 is operated as electric motor. In this operat- ing mode, the ECU 405 keeps the clutch 220 normally engaged, so that the motor ve-hicle 101 is propelled by the ICE 160 and by the rear MGU 145, while the front MGU 195 charges the HV battery 135. Also in this case, the ECU 405 may disengage the clutch 220 if the human driver presses the clutch pedal 415, for example to actuate the manual transmission 215.
According to the regenerative braking second mode, the ICE 160 may be turned-off, the front MGU 195 is kept inactive, and the rear MGU 145 is operated as electric generator to charge the HV battery 135. In this operating mode, the ECU 405 keeps the clutch 220 always disengaged, irrespectively from the position of the clutch pedal 415, so that the ICE 160 does not introduce any pumping loss in the energy balance, thereby increasing the efficiency of the battery recharging.
According to the automatic electric mode, the ICE 160 may be turned-off, the front MGU is kept inactive, and the rear MGU 145 is operated as electric motor to propel the motor vehicle 101. Also in this operating mode, the ECU 405 keeps the clutch 220 al-ways disengaged, irrespectively from the position of the clutch pedal 415, so that the ICE does not introduce any pumping loss in the energy balance, thereby increasing the efficiency of the electrical propulsion.
According to the serial mode, the ICE 160 is turned-on, the front MGU 195 is operated as electric generator, and the rear MGU 145 is operated as electric motor. In this operating mode, the ECU 405 keeps the clutch 220 always disengaged, irrespectively from the po-sition of the clutch pedal 415, so that the ICE 160 actuates the front MGU 195 to charge the HV battery 135, while the motor vehicle 101 is propelled by the rear MGU 145.
While at least one exemplary embodiment has been presented in the foregoing summary and detailed description, it should be appreciated that a vast number of variations exist, It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration in any way. Rather, the forgoing summary and detailed description will provide those skilled in the art with a convenient road map for implementing at least one exemplary embodiment, it being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope as set forth in the appended claims and in their legal equivalents.
REFERENCES
hybrid powertrain 101 motor vehicle front wheel drive rear wheel drive carrying axle wheels 125 carrying axle wheels HVbattery DC/DC converter rear MGU 150 inverter 151 shaft differential
ICE
engine block 170 cylinder piston crankshaft cylinder head combustion chamber 195 front MGU inverter 205 shaft 210 transmission belt 215 manual transmission 220 clutch 225 differential 230 input shaft 235 gear wheel 240 countershaft 245 gear wheel 250 gear wheel 255 gear wheel 260 gear wheel 265 gear wheel 270 gearwheel 275 gear wheel 280 output shaft 285 gear wheel 290 gear wheel 295 gearwheel 300 gearwheel 305 gearwheel 310 gearwheel 315 idlegearwbeel 320 first collar 325 second collar 330 third collar 335 shift lever 340 selector fork 345 selector fork 350 selectorfork 355 connecting rod 360 flywheel 365 clutch plate 370 pressure plate 375 diaphragm spring 380 pin 385 clutch cover 390 throw-out bearing 395 release fork 400 electric actuator 405 ECU 410 position sensor 415 clutch pedal 420 memory system

Claims (1)

  1. <claim-text>CLAIMS1. A hybrid powertrain (100) for a motor vehicle (101), comprising a first wheel drive (105), a second wheel drive (110), an internal combustion engine (160) having a crank-shaft (180), a first motor-generator electric unit (195) coupled to the engine crankshaft (180), a second motor-generator electric unit (145) coupled to the second wheel drive (110). an electrical energy storage device (135) connected to the first and the second motor-generator electric unit (195, 145), a manual transmission (215) coupled to the first wheel drive (105), a clutch (220) coupling the manual transmission (215) to the engine crankshaft (180), an electric actuator (400) for actuating the clutch (220), and an elec-tronic control unit (405) in communication with the electric actuator (400) for operating the clutch (220) through the electric actuator (400).</claim-text> <claim-text>2. A hybrid powertrain (100) according to claim 1, comprising a clutch pedal (415) movable from a released position to a pressed position, and a clutch pedal position sen-sor (410) connected to the electronic control unit (405) for sending input signals thereto.</claim-text> <claim-text>3. A hybrid powertrain (100) according to any of the preceding claims, wherein the first wheel drive (105) is a front wheel drive, and the second wheel drive (110) is a rear wheel drive.</claim-text> <claim-text>4. A motor vehicle (101) comprising a hybrid powertrain (100) according to any of the preceding claims.</claim-text> <claim-text>5. A method for operating a hybrid powertrain (100) according to any of the claims from 1 to 3. wherein the method comprises the steps of: -determining an operating mode for the hybrid powertrain (100), -operating the hybrid powertrain (100) according to the determined operating mode, and -operating the clutch (220) on the basis of the operating mode of the hybrid powertrain (100).</claim-text> <claim-text>6. A method according to claim 5, comprising the step of operating the clutch (220) to disconnect the engine crankshaft (180) from the manual transmission (215), if the operat-ing mode of the hybrid powertrain (100) provides for the first motor-generator electric unit (195) to be inactive and for the second motor-generator electric unit (145) to operate as electric generator.</claim-text> <claim-text>7 A method according to claim 5 or 6, comprising the step of operating the clutch (220) to disconnect the engine crankshaft (180) from the manual transmission (215), if the operating mode of the hybrid powertrain (100) provides for the first motor-generator electric unit (195) to be inactive and for the second motor-generator electric unit (145) to operate as electric motor.</claim-text> <claim-text>8. A method according to any the claims from 5 to 7, comprising the step of operating the clutch (220) to disconnect the engine crankshaft (180) from the manual transmission (215), if the operating mode of the hybrid powertrain (100) provides for the first motor- generator electric unit (195) to operate as electric generator and for the second motor-generator electric unit (145) to operate as electric motor.</claim-text> <claim-text>9. A method according to any of the claims from 5 to 8, comprising the further steps of: -sensing a position of a clutch pedal (415) which is movable from a released position to a pressed position, and -operating the clutch (220) to disconnect the engine crankshaft (180) and the manual transmission (215), if the clutch pedal (415) is sensed to be in the pressed position.</claim-text> <claim-text>10. A computer program comprising a computer code suitable for performing the method according to any of the claims from 5 to 9.</claim-text> <claim-text>It A computer program product on which the computer program of claim 10 is stored.</claim-text> <claim-text>12. A hybrid powertrain (100) for a motor vehicle (101), comprising a first wheel drive (105), a second wheel drive (110), an internal combustion engine (160) having a crank-shaft (180), a first motor-generator electric unit (195) coupled to the engine crankshaft (180), a second motor-generator electric unit (145) coupled to the second wheel drive (110), an electrical energy storage device (135) connected to the first and the second motor-generator electric unit (195, 145), a manual transmission (215) coupled to the first wheel drive (105), a clutch (220) coupling the manual transmission (215) to the engine crankshaft (180) an electric actuator (400) for actuating the clutch (220), an e!ectronic control unit (405) in communication with the electric actuator (400), and a memory sys-tern (420) in which the computer program of claim lois stored.</claim-text> <claim-text>13. An apparatus for operating a hybrid powertrain (100) for a motor vehicle (101), wherein the hybrid powertrain (100) comprises a first wheel drive (105), a second wheel drive (110), an internal combustion engine (160) having a crankshaft (180), a first motor- generator electric unit (195) coupled to the engine crankshaft (180), a second motor- generator electric unit (145) coupled to the second wheel drive (110), an electrical en-ergy storage device (135) connected to the first and the second motor-generator electric unit (195, 145), a manual transmission (215) coupled to the first wheel drive (105), a clutch (220) coupling the manual transmission (215) to the engine crankshaft (180), and an electric actuator (40D) for actuating the clutch (220), and wherein the apparatus fur-ther comprises: -means (405) for determining an operating mode for the hybrid powertrain (100)! -means (405) for operating the hybrid powertrain (100) according to the determined op-eating rnode, and -means (405) for operating the clutch (220) on the basis of the operating mode of the hybrid powertrain (100).</claim-text> <claim-text>14. An automotive system including a hybrid powertrain (100) which comprises a first wheel drive (105). a second wheel drive (110), an internal combustion engine (160) hay-rig a crankshaft (180), a first motor-generator electric unit (195) coupled to the engine crankshaft (180), a second motor-generator electric unit (145) coupled to the second wheel drive (110), an electrical energy storage device (135) connected to the first and the second motor-generator electric unit (195, 145), a manual transmission (215) coupled to the first wheel drive (105), a clutch (220) coupling the manual transmission (215) to the engine crankshaft (180), an electric actuator (400) for actuating the clutch (220), and an electronic control unit (405) in communication with the electric actuator (400), wherein the electronic control unit (405) is configured to: -determine an operating mode for the hybrid powertrain (100), -operate the hybrid powertrain (100) according to the determined operating made, and -operate the clutch (220) on the basis of the operating mode of the hybrid powertrain (100).</claim-text>
GB1201462.7A 2012-01-27 2012-01-27 Split hybrid having manual transmission and series mode Withdrawn GB2498785A (en)

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EP2902296A3 (en) * 2014-01-10 2016-10-05 Shawn Baumgartner Customizable drive function mode system and method
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