GB2531335A - Hybrid-electric four-wheel drive vehicle and powertrain therefor - Google Patents

Hybrid-electric four-wheel drive vehicle and powertrain therefor Download PDF

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Publication number
GB2531335A
GB2531335A GB1418435.2A GB201418435A GB2531335A GB 2531335 A GB2531335 A GB 2531335A GB 201418435 A GB201418435 A GB 201418435A GB 2531335 A GB2531335 A GB 2531335A
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GB
United Kingdom
Prior art keywords
axle
powertrain
vehicle
electrical energy
driven axle
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
GB1418435.2A
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GB201418435D0 (en
GB2531335B (en
Inventor
Alan Agurto Goya
Markus Hose
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Jaguar Land Rover Ltd
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Jaguar Land Rover Ltd
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Publication date
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Priority to GB1418435.2A priority Critical patent/GB2531335B/en
Publication of GB201418435D0 publication Critical patent/GB201418435D0/en
Publication of GB2531335A publication Critical patent/GB2531335A/en
Application granted granted Critical
Publication of GB2531335B publication Critical patent/GB2531335B/en
Expired - Fee Related legal-status Critical Current
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/448—Electrical distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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

Abstract

A hybrid-electric four wheel drive vehicle (HEV) 10 and a powertrain for a fourwheel drive HEV having an electrically driven axle 14 and a mechanically driven axle 16. The powertrain may comprise: an internal combustion engine (ICE) 20; an electromagnetic machine 24 capable of transferring mechanical power and generating electrical energy; and an electric machine 32. The electric machine 32 drives the electrically driven axle 14 and wherein the ICE 20 drives the mechanically driven axle 16. The electromagnetic machine 24 is controllable such that a torque requirement can selectively be met by mechanical power generated by the ICE 20 distributed directly to the mechanically driven axle 16 and by electrical energy provided to the electric machine 32 to drive the electrically driven axle 14.

Description

HYBRID-ELECTRIC FOUR-WHEEL DRIVE VEHICLE AND POWERTRAIN THEREFOR
TECHNICAL FIELD
The present disclosure relates to a hybrid-electric tour wheel drive vehicle and to a powertrain system tor the same. Particularly, but not exclusively, the present disclosure relates to a powertrain comprising an internal combustion engine (ICE), and an electromagnetic machine and an electric machine, optionally wherein the electric machine drives the front axle and wherein the ICE drives the rear axle. Aspects ot the invention relate to a vehicle, to a powertrain, to a controller and to a method.
BACKGROUND
Four-wheel drive vehicles with strong off-road capability typically include a powerful internal combustion engine to provide the amount of torque required to propel such vehicles up steep inclines and over ditficult terrain. Accordingly, other components ot the powertrain ot such vehicles need to have appropriate specifications. For example, such vehicles typically also comprise high-specitication and expensive torsional vibration damper components, otten in the form ot a dual-mass tly-wheel, to reduce torsional vibrations that the combustion cycles of the internal combustion engine create and transmit into the driveline and transmission ot the vehicle. Such vehicles may also comprise a launch device, such as a clutch, which provides torque to a suitably sized transmission (also reterred to as gearbox), tor allowing movement of the vehicle from rest. The transmission needs to be of a sufticient specitication to manage the loads it is subjected to.
Further considerations in the field of powertrain design for four-wheel drive vehicles include controlling how the provided power is split between the front and rear-axles. Typically the power split is achieved by a transter case. Such components are large, heavy and theretore provide a packaging constraint within the vehicle as well as adding considerable expense.
Such components are not 100% etticient and a power loss is associated with the transter case.
The tuel economy and CO2 emissions ot tour-wheel drive ott-roading vehicles are also tactors to consider in the field ot powertrain design tor tour-wheel drive vehicles. The use ot electric motors (EMs) in all electric vehicles (EV5) and hybrid-electric vehicles (HEV5) is becoming increasingly common and EMs are considered to be more environmentally friendly and more tuel etficient. Considerations associated with the use ot EMs in four-wheel drive vehicles suitable for otf-roading include: the speed/power limitations of EMs; the expense ot the EMS; and the need for control systems to ensure that sufficient electrical energy is available for supply to EMs when required.
The present invention seeks to provide an improvement in the field of powertrains for four-wheel drive vehicles that has particular application for 4WD vehicles with strong off-road capability.
SUMMARY OF THE INVENTION
Aspects of the invention provide a vehicle, a powertrain, a controller and a method as claimed in the appended claims.
According to one aspect of the invention for which protection is sought, there is provided a powertrain for a vehicle having an electrically driven axle and a mechanically driven axle, the powertrain comprising: (i) an internal combustion engine (ICE) for generating mechanical power; (ii) an electromagnetic machine coupled to the internal combustion engine (ICE) and configured to transmit mechanical power generated by said internal combustion engine to a driveline of the vehicle and configured to convert mechanical power generated by the internal combustion engine into electrical energy; (Hi) an electric machine for driving the electrically driven axle; and (iv) a control and storage system coupled to the electromagnetic machine and coupled to the electric machine; the electromagnetic machine being coupled via a transmission to the mechanically driven axle for driving that axle using power generated by the internal combustion engine and transmitted via the electromagnetic machine, the electric machine being coupled to the electrically driven axle of the vehicle for electrically driving that axle using power from the electric machine and the electromagnetic machine being controllable such that a torque requirement selectively can be met by distributing the mechanical power directly to the mechanically driven axle; and/or indirectly, via conversion into electrical energy, to the control and storage system and/or via the electric machine.
The vehicle may comprise a four-wheel drive hybrid-electric vehicle.
Optionally, the vehicle comprises an electrically driven front axle and a mechanically driven rear axle. Optionally, the vehicle comprises an electrically driven rear axle and a mechanically driven front axle.
The internal combustion engine may be transversely arranged or longitudinally arranged relative to a longitudinal axis of the vehicle running between the front axle and the rear axle.
Optionally, the control and storage system comprises: (I) a first power controller coupled to the electromagnetic machine; (ii) an electrical energy storage means coupled to the first power controller; and (iU) a second power controller coupled to the electrical energy storage means.
The electrical energy storage means may be a battery comprising one or more rechargeable cells.
Optionally, the electromagnetic machine has a magnetic gear integrated therein such that the electromagnetic machine provides a continuously variable transmission or an infinitely variable transmission.
Alternatively, the electromagnetic machine has a mechanical gear set integrated therein or operably coupled thereto. Optionally, the mechanical gear set comprises an epicyclic gear set.
According to another aspect of the disclosure for which protection is sought, there is provided a control unit for a vehicle having a powertrain according to any of the relevant preceding paragraphs, the control unit for controlling the electromagnetic machine and for controlling the distribution of power between the mechanically driveable axle; the electrical storage means; and the electrically driveable axle.
According to yet a further aspect of the disclosure for which protection is sought, there is provided a method of distributing power between an electrically driven axle and a mechanically driven axle of a four-wheel drive hybrid-electric vehicle, the method comprising: (i) generating mechanical power; (ii) transmitting generated mechanical power to the mechanically driveable axle of the vehicle and/or (iii) converting generated mechanical power into electrical energy; (iv) storing electrical energy using an electrical energy storage device; and/or (v) supplying electrical energy to an electrically driveable axle; (vi) in response to a desired torque, controlling the distribution of generated mechanical power between the mechanically driveable axle; the electrical energy storage means; and/or the electrically driveable axle.
According to another further aspect of the disclosure for which protection is sought, there is provided a four-wheel drive hybrid electric vehicle comprising an electrically driven axle and a mechanically driven axle and having a powertrain according to any of the relevant preceding paragraphs.
Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.
BRIEF DESCRIPTION OF THE DRAWINGS
One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: FIGURE 1 is a side view of a four-wheel drive hybrid-electric vehicle having a powertrain
according to an embodiment of the disclosure;
FIGURE 2 is a schematic illustration of a powertrain for a vehicle according to an
embodiment of disclosure; and
FIGURE 3 is a schematic illustration of a known powertrain for a four-wheel drive non-electric vehicle; Figure 4 is a schematic illustration of a transverse powertrain for a vehicle according to
another embodiment of the disclosure; and
Figure 5 is a schematic illustration of an in-line powertrain for a vehicle according to another
embodiment of the disclosure.
DETAILED DESCRIPTION OF EMBODIMENTS
Detailed descriptions of specific embodiments of the hybrid-electric four wheel drive vehicles, powertrains, controllers and methods of the present invention are disclosed herein.
It will be understood that the disclosed embodiments are merely examples of the way in which certain aspects of the invention can be implemented and do not represent an exhaustive list of all of the ways the invention may be embodied. Indeed, it will be understood that the hybrid-electric four wheel drive vehicles, powertrains, controllers and methods described herein may be embodied in various and alternative forms. The figures are not necessarily to scale and some features may be exaggerated or minimised to show details of particular components. Well-known components, materials or methods are not necessarily described in great detail in order to avoid obscuring the present disclosure. Any specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the invention.
In Figure 1 there is shown a vehicle 10 comprising a powertrain according to an embodiment of the disclosure. Optionally, the vehicle 10 is a four-wheel drive hybrid-electric vehicle. The vehicle 10 beneficially has an electrically driven front axle 14 and a mechanically driven rear axle 16. The vehicle 10 is suitable for use off-road and on rough terrain where the amount and distribution of power provided to the front and rear axles 14, 16 is a more important consideration than in a vehicle suitable predominantly for only on-road use.
To achieve this, a novel powertrain architecture has been developed which comprises an internal combustion engine (ICE) 20; an electric machine 32; and an electromagnetic machine 24. The electromagnetic machine 24 is coupled to the ICE 20 and is configured to transmit mechanical power generated by the ICE 20 to a driveline of the vehicle 10 for driving the rear axle 16 and is configured to transfer mechanical power generated by the ICE into electrical energy for use by the electric machine 32 for driving the front axle 14. The electric machine 32 is optionally configured to act as both an electric motor and a generator (effectively by running the electric motor in reverse). A front differential 34 controls the distribution of power or torque between the front wheels 43, 44. A rear differential 40 controls the distribution of power or torque between rear wheels 41, 42.
A first power controller 26 coupled to the electromagnetic machine 24 is used to control the amount of power generated by the ICE 20 that is passed directly through the driveline to the rear axle 16. The first power controller 26 may comprise an A.C. (alternating current) to D.C.
(direct current) inverter. First power controller 26 is also used to control the amount of power generated by the ICE 20 that is converted into electrical energy and stored by an electrical storage device such as a battery 28 for use among other components, by the electric machine 32 in driving the front axle 14. The electromagnetic machine 24 may also be referred to as a magnetic splitter since it is capable of splitting the power generated by the ICE 20, magnetically, between the front and rear axles 14, 16.
Optionally in the present arrangement, the electromagnetic machine 24 integrally incorporates a magnetic gear system such that the electromagnetic machine 24 operates as an infinitely variable transmission (IVT) (or a continuously variable transmission (CVT)).
The electromagnetic machine 24 may be any suitable electromagnetic machine 24 capable of generating electricity from a rotating mechanical shaft. Examples of suitable electromagnetic machines 24 include the magnetic CVI offered by Magnomatics® and/or the systems described in US 20110037333.
The electromagnetic machine 24 is coupled directly, or indirectly via a damping component 36 (such as, but not limited to, a dual mass flywheel torsional vibration damper), to the crankshaft (not shown) of the ICE 20. In dependence upon how the electromagnetic machine 24 is being controlled, power from the rotating crankshaft can be converted into electrical energy by the electromagnetic machine 24 or can be transferred to a transmission 38 comprised in the driveline for providing power to the rear axle 16.
The electromagnetic machine 24 may comprise an outer magnet ring comprising an alternating series of north and south pole permanent magnets; an intermediate ring comprising a series of steel bars or segments that are separated by an air gap; and an inner magnet ring that comprises a lower number of north and south pole permanent magnets, also arranged in an alternating ring. Additionally, the Electromagnetic machine 24 may comprise a stator having a series of electrical windings. The inner ring is disposed within the intermediate ring in a contactless manner and is coupled to the damper 36 (or in embodiments not utilising a separate damper 36, directly to the crankshaft of the ICE 20). In other words the inner ring is coupled to the high-speed crankshaft. The intermediate ring is coupled to the transmission via a low-speed output shaft. The outer magnet ring may be kept stationary. The outer magnet ring may be coupled to the stator which is also kept stationary.
If the inner magnet ring is rotated within the stator then the magnetic field created by the rotating permanent magnets of the inner ring can induce a voltage and cause an electric current to flow in the windings. This can be used to convert the rotational movement from the crankshaft of the ICE 20 into electrical energy.
Additionally or alternatively, the magnetic field created by the rotating inner ring can cause the intermediate, steel segment, ring to rotate albeit at a slower speed to the inner ring due to the presence of the outer permanent magnet ring. In this way the rotational movement of the crankshaft can be transferred to the driveline utilising the integral magnetic gear albeit with a lower speed. The Electromagnetic machine 24 with integral magnetic gear is optionally operable as an infinitely variable transmission meaning that it can rotate the low-speed output shaft from stationary (Okmh1) if required.
The novel powertrain of the present disclosure additionally comprises a second power controller 30 coupled to the electrical energy storage means, battery 28 for controlling the supply of electrical energy to and from the electric machine 32. The second power controller 30 may comprise a D.C. to A.C inverter. The electric machine 32 is capable of generating electrical energy, for example by regenerative braking and the second power controller 30 is used to control the supply of electrical energy back to the electrical energy storage means 28. As such, the electric machine 32 may be referred to herein also as an electric motor and/or generator" 32. In other embodiments where regenerative braking systems are not utilised, the electric machine may comprise only an electric motor and/or only be operable for the transfer of electrical energy into kinetic energy and not operable or configured to act as a generator (for transferring kinetic energy into electrical energy).
As depicted in Figure 2, the electromagnetic machine 24 is coupled via a transmission 38 to the rear axle 16 of the vehicle 10 such that the rear axle 16 is mechanically driveable by power generated by the ICE 20 and transmitted via the electromagnetic machine 24. Due to the splitting of the power generated by the ICE 20 between the rear axle 16 and the electrical components 26, 28, 30, 32 of the powertrain, the total load that passes through the transmission 38 can be reduced, thus beneficially reducing the wear on the transmission which may result in either a cost saving since a lower specification transmission 38 can be specified or resulting in a longer component lifetime.
Additional advantages of the powertrain presented herein are derived from the fact the existing need for certain components are eliminated and/or from the specification of other high specification components in known four wheel-drive vehicles being reduced. In Figure 3, there is shown a known powertrain of a known four-wheel drive vehicle in which a launch device P50, optionally in the form of a clutch P50 is provided between the damper P51 and transmission P38. A transfer case P54 is provided which controls the split of power between the front and rear axles P14, P16. Referring back to the powertrain of the present disclosure shown in Figure 2, it can be seen and will be understood that the need for a transfer case P54 is eliminated by the new HEV 10 powertrain architecture. Transfer cases P54 are large sized, heavy weight components which create a significant packaging constraint as well as cost. By eliminating the need for the transfer case P54 a degree of freedom in the layout of the powertrain is created and further beneficially power losses associated with the transfer case P54 are mitigated.
Additionally in Figure 2 it will be seen and will be understood that the need for a launch device P50 is also dispensed with because the Electromagnetic machine 24 fulfils this requirement.
Advantageously in the powertrain layout presented when the Electromagnetic machine 24 is provided with an integral magnetic gear, the Electromagnetic machine 24 also acts as a mechanical filter which reduces the need for, or the specification requirements of, the torsional vibration damper component 36. This means that cost can be saved by specifying a lower specification damper or the lifetime of a higher specification damper component 36 that may currently be used in four-wheel drive vehicles may be extended when used in the HEV four-wheel drive 10 presented herein.
The electric machine and/or generator 32 is coupled to the front axle 14 of the vehicle 10 such that the front axle 14 is electrically driveable by the electric machine and/or generator 32 using electrical power supplied by the battery 28 and the electromagnetic machine 24. It is typical that the percentage of braking provided to the front wheels 43, 44 increases as braking requirement increases. This means that the amount of braking is biased towards the front wheels 43, 44. Therefore by having a HEV 10 with the electric machine and/or generator 32 coupled to the front axle 14 of the vehicle 10 greater advantage can be taken of regenerative braking, wherein kinetic energy is recaptured as electrical energy by running the electric machine 32 in reverse (such that it acts as a generator), before friction braking is required.
The electromagnetic machine 24 is controllable such that mechanical power generated by the ICE 20 is selectively distributed directly to the rear axle 16 and indirectly, via conversion to electrical energy to the electric machine and/or generator 32, to the front axle 14. In this way the powertrain offers significantly more control, varying and managing the degree to which a required torque is split between a mechanical contribution and electrical contribution. This is particularly beneficial for four-wheel drive vehicles 10 suitable for off-road use. It is also beneficial that the torque distribution between the front and rear axles 14, 16 is independent of their relative speed. This is often a constraint of an entirely mechanical system where more torque can only be apportioned to the slower of the two axles.
In premium vehicles it is desirable if the rate of deceleration of the vehicle in nearly all circumstances can follow a predetermined preferred curve for the velocity of the vehicle.
This may be known as accepted deceleration criteria'. The deceleration rate of a vehicle is governed or limited to some extent by the ICE itself. In the powertrain of the present disclosure, the ICE 20 effectively can be "de-coupled" from the powertrain by the electromagnetic machine 24 and this in combination with the regenerative braking being available on the front axle 14 may permit the actual rate of deceleration to more easily approach or meet the accepted deceleration criteria.
Referring now to Figures 4 and 5, there is shown alternative embodiments of the present invention. In the second and third illustrated embodiments, like numerals have, where possible, been used to denote like parts, albeit with the addition of the prefix "100" or "200" and so on to indicate that these features belong to the second and third embodiments respectively. The alternative embodiments share many common features with the first embodiment and therefore only the differences from the embodiment illustrated in Figures 1 and 2 will be described in any greater detail.
Figure 4 illustrates a driveline wherein the front axle 114 is mechanically driven and the rear axle 116 is electrically driven. A vehicle (not shown) comprising such a driveline is again a four-wheel drive hybrid-electric vehicle, but in this embodiment, the ICE 120 and electromagnetic machine 124 are arranged in a layout that facilitates front wheel mechanical drive and an electric rear axle drive (eRAD). In the novel powertrain architecture of this second embodiment, the driveline has a transverse engine layout meaning that the ICE 120 is arranged, (as shown in Figure 4), with its crankshaft running perpendicularly to a long axis of the vehicle (which long axis runs between the front and rear axles 114, 116). The electromagnetic machine 124 is coupled to the ICE 120 and is configured to transmit mechanical power generated by the ICE 120 via the transmission 138 to the driveline for driving the front axle 116 and is configured to transfer mechanical power generated by the ICE 120 into electrical energy for use by the electric machine 132 for driving the rear axle 114. The electric machine 132 is again optionally configured to act as both an electric motor and a generator (effectively by running the electric motor in reverse). The front differential may be contained within the transmission 138 or positioned behind the transmission 138 such that it is not visible in Figure 4, nevertheless, it again controls the distribution of power or torque between the front wheels 143, 144. A rear differential 140 again controls the distribution of power or torque between rear wheels 41, 42.
The first power controller 126 is, as in the first embodiment, coupled to the electromagnetic machine 124 and is used to control the amount of power generated by the ICE 120 that is passed directly through the driveline to the front axle 114. The first power controller 126 is also used to control the amount of power generated by the ICE 120 that is converted into electrical energy and stored by the electrical storage device 128, which again takes the form of a battery pack 128, for use by the electric machine 132 in driving the rear axle 116. The electromagnetic machine 124 again acts as a magnetic splitter since it is capable of splitting the power generated by the ICE 120 between the front and rear axles 114, 116.
The electromagnetic machine 124 is coupled indirectly via the damping component 136 to the crankshaft (not shown) of the ICE 120. In dependence upon how the electromagnetic machine 24 is being controlled, power from the rotating crankshaft can be converted into electrical energy by the electromagnetic machine 124 or can be transferred to the transmission 138 for providing power to the front axle 114.
Optionally, a second power controller 130 is coupled to the electrical energy storage means, 128 for controlling the supply of electrical energy to and from the electric machine 132. In this embodiment a regenerative braking system is coupled to the rear axle 116 and the electric machine 132 is configured to act as a generator (transferring kinetic energy into electrical energy).
As depicted in Figure 4, the electromagnetic machine 124 is coupled via a transmission 138 to the front axle 114, such that the front axle 114 is mechanically driveable by power generated by the ICE 120 and transmitted via the electromagnetic machine 124. Due to the splitting of the power generated by the ICE 120 between the front axle 114 and the electrical components 126, 128, 130, 132 of the powertrain, the total load that passes through the transmission 138 can be reduced, thus beneficially reducing the wear on the transmission 138 which may again result in either a cost saving since a lower specification transmission 138 can be specified or resulting in a longer component lifetime.
Turning now to the embodiment shown in Figure 5, again four-wheel drive, hybrid powertrain is depicted, but in this arrangement an in-line" powertrain is used. In the novel powertrain architecture of this third embodiment, the in-line driveline layout means that the ICE 220 is arranged, (as shown in Figure 5), with its crankshaft running in parallel to the long axis of the vehicle (i.e. longitudinally). Otherwise, the arrangement is similar to that of the Figure 4 embodiment.
It can be appreciated that various changes may be made within the scope of the present invention, for example, in other embodiments of the invention it is envisaged that the Electromagnetic machine does not incorporate an integral magnetic gear and in such arrangements a typical mechanical gear system, such as an epicyclic gear system may be used instead. In such an embodiment, the benefit of a lower specification damper and/or elimination of a launch device may not be gained and such a powertrain may be provided with a standard specification damper and launch device (for example a clutch).
In some embodiments the first and second power controllers may be replaced by a single common power controller. Such a single common power controller unit may be configured to effect power control and management between the electromagnetic machine and the electrical energy storage device (such as one or more rechargeable battery packs) as well as being configured to effect power control between the electrical energy storage means and the electric machine. The one or more power controllers and electrical energy storage device may be packaged, comprised in or otherwise integrated into a control and storage system which is operable to control electrical power distribution, convert A.C. to D.C. and vice versa and to store electrical energy.
In some embodiments, the second power controller and the electrical energy storage means may be omitted and the electromagnetic machine via a power controller may supply electrical energy directly to the electric machine. In such an embodiment, it may not be possible to take advantage of certain features such as regenerative braking, but other benefits, such as reduced load passing through the transmission and having a greater degree of control over how power is distributed between the front and rear axles may nevertheless be gained.
Furthermore, whereas the Magnomatics® EM machine has been stated as an example of a suitable component, other Electromagnetic machines may also be suitable.
In some embodiments, the powertrain may be alternatively configured such that the electric machine is used to drive the rear axle and the front axle is mechanically driven by the ICE and electromagnetic machine. In such an arrangement, the powertrain may be an in-line or transverse arrangement.
Aspects and embodiments of the invention will be further understood with reference to the following numbered paragraphs: 1. A powertrain for a four-wheel drive hybrid-electric vehicle having an electrically driven axle and a mechanically driven axle, the powertrain comprising: (i) an internal combustion engine (ICE) for generating mechanical power; (ii) an electromagnetic machine coupled to the internal combustion engine (ICE) and configured to transmit mechanical power generated by said internal combustion engine to a driveline of the vehicle and configured to convert mechanical power generated by the internal combustion engine into electrical energy; (iH) an electric machine for driving the electrically driven axle; and (iv) a control and storage system coupled to the electromagnetic machine and coupled to the electric machine; the electromagnetic machine being coupled via a transmission to the mechanically driven axle for driving that axle using power generated by the internal combustion engine and transmitted via the electromagnetic machine, the electric machine being coupled to the electrically driven axle of the vehicle for electrically driving that axle using power from the electric machine and the electromagnetic machine being controllable such that a torque requirement selectively can be met by distributing the mechanical power directly to the mechanically driven axle; and/or indirectly, via conversion into electrical energy, to the control and storage system and/or via the electric machine.
2. A powertrain according to paragraph 1 wherein the vehicle comprises an electrically driven front axle and a mechanically driven rear axle.
3. A power train according to paragraph 1 wherein the vehicle comprises an electrically driven rear axle and a mechanically driven front axle.
4. A powertrain according to paragraph 1 wherein the internal combustion engine is transversely arranged or wherein the internal combustion engine is longitudinally arranged relative to a longitudinal axis of the vehicle running between the front axle and the rear axle.
5. A powertrain according to paragraph 1 wherein the control and storage system comprises: (i) a first power controller coupled to the electromagnetic machine; (ii) an electrical energy storage device coupled to the first power controller; and (iH) a second power controller coupled to the electrical energy storage device.
6. A powertrain according to paragraph 5 wherein the electrical energy storage device is a battery comprising one or more rechargeable cells.
7. A powertrain according to paragraph 1 wherein the electromagnetic machine has a magnetic gear integrated therein such that the electromagnetic machine provides a continuously variable transmission or an infinitely variable transmission.
8. A powertrain according to paragraph 1 wherein the electromagnetic machine has a mechanical gear set integrated therein or operably coupled thereto.
9. A powertrain according to paragraph 8 wherein the mechanical gear set comprises an epicyclic gear set.
10. A control unit for a vehicle having a powertrain according to paragraph 5, the control unit for controlling the electromagnetic machine and for controlling the distribution of power between the mechanically driveable axle; the electrical storage means; and the electrically driveable axle.
11. A method of distributing power between an electrically driven axle and a mechanically driven axle of a four-wheel drive hybrid-electric vehicle, the method comprising: (i) generating mechanical power; (ii) transmitting generated mechanical power to the mechanically driveable axle of the vehicle and/or (iii) converting generated mechanical power into electrical energy; (iv) storing electrical energy using an electrical energy storage device; and/or (v) supplying electrical energy to an electrically driveable axle; (vi) in response to a desired torque, controlling the distribution of generated mechanical power between the mechanically driveable axle; the electrical energy storage means; and/or the electrically driveable axle.
12. A four-wheel drive hybrid electric vehicle comprising an electrically driven axle and a mechanically driven axle and having a powertrain according to paragraph 1.

Claims (13)

  1. CLAIMS1. A powertrain for a vehicle having an electrically driven axle and a mechanically driven axle, the powertrain comprising: (i) an internal combustion engine (ICE) for generating mechanical power; (ii) an electromagnetic machine coupled to the internal combustion engine (ICE) and configured to transmit mechanical power generated by said internal combustion engine to a driveline of the vehicle and configured to convert mechanical power generated by the internal combustion engine into electrical energy; (iH) an electric machine for driving the electrically driven axle; and (iv) a control and storage system coupled to the electromagnetic machine and coupled to the electric machine; the electromagnetic machine being coupled via a transmission to the mechanically driven axle for driving that axle using power generated by the internal combustion engine and transmitted via the electromagnetic machine; the electric machine being coupled to the electrically driven axle of the vehicle for electrically driving that axle using power from the electric machine; and the electromagnetic machine being controllable such that a torque requirement can be met by distributing mechanical power from the internal combustion engine to the mechanically driven axle and, by conversion into electrical energy, to the electrically driven axle via the control and storage system and/or the electric machine.
  2. 2. A powertrain according to claim 1 wherein the vehicle comprises an electrically driven front axle and a mechanically driven rear axle.
  3. 3. A powertrain according to claim 1 wherein the vehicle comprises an electrically driven rear axle and a mechanically driven front axle.
  4. 4. A powertrain according to claim 1, 2 or 3 wherein the internal combustion engine is transversely arranged or wherein the internal combustion engine is longitudinally arranged relative to a longitudinal axis of the vehicle running between the front axle and the rear axle.
  5. 5. A powertrain according to claim 1, 2, 3 or 4 wherein the control and storage system comprises: (i) a first power controller coupled to the electromagnetic machine; (ii) an electrical energy storage means coupled to the first power controller; and (iH) a second power controller coupled to the electrical energy storage means.
  6. 6. A powertrain according to claim 5 wherein the electrical energy storage means is a battery comprising one or more rechargeable cells.
  7. 7. A powertrain according to any preceding claim wherein the electromagnetic machine has a magnetic gear integrated therein such that the electromagnetic machine provides a continuously variable transmission or an infinitely variable transmission.
  8. 8. A powertrain according to any of claims 1 to 6 wherein the electromagnetic machine has a mechanical gear set integrated therein or operably coupled thereto.
  9. 9. A powertrain according to claim 8 wherein the mechanical gear set comprises an epicyclic gear set.
  10. 10. A control unit for a vehicle having a powertrain according to any of claims 5 to 9, when dependent upon claim 5, the control unit configured to control the electromagnetic machine for the distribution of power between the mechanically driven axle; the electrical storage means; and the electrically driven axle.
  11. 11. A method of distributing power between an electrically driven axle and a mechanically driven axle of a vehicle, the method comprising: (i) generating mechanical power; (ii) transmitting generated mechanical power to the mechanically driven axle of the vehicle and/or (iH) converting generated mechanical power into electrical energy; (iv) storing electrical energy using an electrical energy storage device; and/or (v) supplying electrical energy to an electrically driven axle; (vi) in response to a desired torque, controlling the distribution of generated mechanical power between the mechanically driven axle; the electrical energy storage means; and/or the electrically driven axle.
  12. 12. A four-wheel drive hybrid electric vehicle comprising an electrically driven axle and a mechanically driven axle and having a powertrain or a control unit according to any of claims ito 10.
  13. 13. A powertrain, control unit, method or vehicle substantially as described herein with reference to and/or as illustrated by the accompanying Figures.
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EP1108606A2 (en) * 1999-12-15 2001-06-20 Hitachi, Ltd. Electric generating system for automobiles and its control method
GB2498785A (en) * 2012-01-27 2013-07-31 Gm Global Tech Operations Inc Split hybrid having manual transmission and series mode
US20130260955A1 (en) * 2012-03-29 2013-10-03 Kenta KIMATA Control device of hybrid vehicle
WO2014114321A2 (en) * 2013-01-23 2014-07-31 Audi Ag Method for operating a hybrid drive device of a motor vehicle, corresponding hybrid drive device and motor vehicle

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EP1108606A2 (en) * 1999-12-15 2001-06-20 Hitachi, Ltd. Electric generating system for automobiles and its control method
GB2498785A (en) * 2012-01-27 2013-07-31 Gm Global Tech Operations Inc Split hybrid having manual transmission and series mode
US20130260955A1 (en) * 2012-03-29 2013-10-03 Kenta KIMATA Control device of hybrid vehicle
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