GB2543043A - Vehicle power system - Google Patents

Vehicle power system Download PDF

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Publication number
GB2543043A
GB2543043A GB1517518.5A GB201517518A GB2543043A GB 2543043 A GB2543043 A GB 2543043A GB 201517518 A GB201517518 A GB 201517518A GB 2543043 A GB2543043 A GB 2543043A
Authority
GB
United Kingdom
Prior art keywords
drive train
alternator
shaft
power system
output shaft
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Withdrawn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
GB1517518.5A
Other versions
GB201517518D0 (en
Inventor
Brunetti Gianmarco
Rubsam Christian
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GM Global Technology Operations LLC
Original Assignee
GM Global Technology Operations LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by GM Global Technology Operations LLC filed Critical GM Global Technology Operations LLC
Priority to GB1517518.5A priority Critical patent/GB2543043A/en
Publication of GB201517518D0 publication Critical patent/GB201517518D0/en
Priority to CN201610860389.6A priority patent/CN106965670A/en
Publication of GB2543043A publication Critical patent/GB2543043A/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Withdrawn legal-status Critical Current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
    • B60K6/42Arrangement 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
    • B60K6/48Parallel type
    • 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
    • B60W30/18Propelling the vehicle
    • B60W30/18009Propelling the vehicle related to particular drive situations
    • B60W30/18109Braking
    • B60W30/18127Regenerative braking
    • 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
    • B60K17/00Arrangement or mounting of transmissions in vehicles
    • B60K17/02Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • 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
    • B60K17/00Arrangement or mounting of transmissions in vehicles
    • 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
    • B60K17/00Arrangement or mounting of transmissions in vehicles
    • B60K17/04Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed 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
    • B60K6/38Arrangement 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
    • B60K6/383One-way clutches or freewheel devices
    • 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
    • B60K6/48Parallel type
    • B60K6/485Motor-assist type
    • 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08Conjoint 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
    • 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
    • B60W20/20Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • 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
    • B60W20/40Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • B60K6/48Parallel type
    • B60K2006/4808Electric machine connected or connectable to gearbox output shaft
    • 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
    • B60K6/48Parallel type
    • B60K2006/4825Electric machine connected or connectable to gearbox input shaft
    • 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
    • B60W30/18Propelling the vehicle
    • B60W30/18009Propelling the vehicle related to particular drive situations
    • B60W30/18072Coasting
    • B60W2030/1809Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
    • 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
    • B60W30/18Propelling the vehicle
    • B60W30/19Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention provides a power system and a method wherein an alternator is coupled during sailing such that a vehicle is coasting with the engine off. The alternator is enabled to be driven as a generator even when disconnected from the engine. The invention is particularly to improve performance in a passenger car comprising: an internal combustion engine 30 comprising an output shaft 31; a drive train for driving at least one wheel 27 of the comprising a first drive train shaft 23; 24; an alternator 30; and a coupling arrangement. A first coupling 41,42 is provided for coupling the alternator 30 with the output shaft 11. A drive train coupling 51, 52 is provided for coupling the alternator 30 with the first drive train shaft 23; 24. The coupling arrangement is automatically operates the alternator 30 by the first drive train shaft 23,24 coupled thereto while the internal combustion engine 30 is off. Alternator load or speed may be controlled during gear shifting.

Description

Vehicle Power System
Description
The present invention relates to a power system for a vehicle, a vehicle comprising the power system, a method for automatically controlling the power system and a computer program product for carrying out the method. DE 2 309 680 A1 discloses a vehicle with an internal combustion engine, an electric motor and a continuously variable transmission arranged in series with each other with clutches between engine and motor and between motor and transmission respectively. Said electric motor can charge a battery driven by said internal combustion engine or during braking by controlling the transmission accordingly.
One object of the present invention is to improve a vehicle power system or its performance respectively.
The object is solved in particular by a power system according to claim 1. Claims 12,13 and 15 refer to a vehicle comprising a power system as described herein, a method for automatically controlling a power system as described herein and a computer program product for carrying out a method as described herein respectively, sub-claims refer to advantageous embodiments.
According to one embodiment of the present invention a power system for a vehicle, in particular a passenger car, in particular a power system of a vehicle, in particular of a passenger car, comprises an internal combustion engine having an (internal combustion engine) output shaft. The internal combustion engine may be a gasoline or diesel engine and/or the (internal combustion engine) output shaft may be a crankshaft according to one embodiment.
According to one embodiment the power system comprises a drive train (for) driving one or more drive wheel(s) of the vehicle by the internal combustion engine comprising at least one shaft which is denoted as a first drive train shaft herein without loss of generality. The drive train may comprise a transmission, in particular a manual, semi-automatic or automatic, transmission, and/or a differential, in particular arranged between said transmission and the drive wheel(s), according to one embodiment. Said transmission may comprise one or more shafts and/or gears, in particular spur gears, for coupling said shafts with one another and/or providing different, in particular discrete, transmission ratios according to one embodiment. According to one embodiment the first drive train shaft may be a shaft of the transmission, in particular an input shaft or output shaft of the transmission or a shaft coupled therewith, in particular coupled permanently therewith. According to one embodiment such a shaft can provide advantageous access for a drive train coupling means discussed lateron.
According to one embodiment the first drive train shaft may be coupled permanently to the at least one drive wheel. In particular the transmission, in particular an output shaft thereof, may be coupled permanently to the at least one drive wheel and the first drive train shaft may be such output shaft of the transmission or a shaft coupled permanently therewith. According to another embodiment the first drive train shaft may be an axle shaft of the drive train or a shaft coupled permanently therewith. Thus, said first drive train shaft is advantageously permanently rotated by said at least one drive wheel when the vehicle is travelling according to one embodiment.
According to another embodiment the first drive train shaft may be selectively coupleable to the at least one drive wheel. In particular an input shaft of the transmission or a shaft coupled therewith, in particular coupled permanently therewith, may be coupled selectively with an transmission output shaft which itself may be coupled permanently to the at least one drive wheel and the first drive train shaft may be such input shaft of the transmission or a shaft coupled therewith, in particular coupled permanently therewith. Thus, said first drive train shaft is advantageously selectively rotated by said at least one drive wheel when the vehicle is travelling according to one embodiment.
According to one embodiment the power system comprises an alternator. Said alternator may supply electric energy to a storage means, in particular at least one battery, or be adapted thereto respectively according to one embodiment. Thus the power system may comprise storage means for storing electric energy supplied by the alternator according to one embodiment. Additionally or alternatively the alternator may supply electric energy to one or more electrical consumers, in particular an electric vacuum pump and/or electric power steering means, or be adapted thereto respectively according to one embodiment. Thus the power system may comprise one or more electrical consumers, in particular an electric vacuum pump and/or electric power steering means, adapted to be supplied with electric energy by the alternator according to one embodiment. Additionally or alternatively one or more electrical consumers may be supplied with electric energy by the storage means or be adapted thereto respectively according to one embodiment.
According to one embodiment the power system comprises a coupling arrangement with engine coupling means for coupling the alternator with the (internal combustion engine) output shaft and drive train coupling means for coupling the alternator with the first drive train shaft, wherein the coupling arrangement is adapted, in particular mechanically and/or by control means (for) automatically controlling said coupling arrangement accordingly, to automatically, in particular selectively or permanently, operate, in particular actuate, the alternator, in particular rotate a shaft thereof, by the first drive train shaft coupled thereto while or (at least) if the internal combustion engine is (cut-)off respectively, in particular during sailing of the vehicle.
Accordingly, in a method for automatically controlling the power system according to one embodiment in a (first) operation mode the internal combustion engine is cut-off, in particular during sailing of the vehicle, and the alternator, in particular a shaft thereof, is operated, in particular rotated, automatically, in particular selectively or permanently, by the first drive train coupled thereto. According to one embodiment the alternator is operated by the first drive train while or (at least) if the internal combustion engine is (cut-)off respectively, in particular during sailing of the vehicle. According to one embodiment the alternator is automatically operated by the first drive train coupled thereto mechanically and/or by control means (for) automatically controlling said coupling arrangement accordingly.
In other words according to one embodiment there is provided a (first) operation mode of the power system, in particular by the coupling arrangement being adapted mechanically and/or by comprising a control means being programmed accordingly, in which the alternator is automatically, in particular selectively or permanently, operated by the first drive train coupled thereto while or (at least) if the internal combustion engine is cut-off respectively, in particular during sailing of the vehicle.
According to one embodiment means for cut-off of the internal combustion engine, in particular during sailing of the vehicle, and/or operating, in particular rotating, the alternator, in particular a shaft thereof, automatically, in particular selectively or permanently, by the first drive train coupled thereto, in particular at least if the internal combustion engine is cut-off, in particular during sailing of the vehicle, in a (first) operation mode, in particular for automatically operating the alternator by the first drive train coupled thereto mechanically and/or by control means (for) automatically controlling said coupling arrangement accordingly, are provided.
According to one embodiment thus there can be provided a redundant electric energy source by the alternator operated by the (first) drive train (shaft) even while the internal combustion engine is (cut-)off and thus not operating the alternator. Therefore, in particular storage means can be charged and/or electric consumers can be supplied with electric energy from a redundant source also during sailing, i.e. the vehicle travelling with the internal combustion engine (cut-)off according to one embodiment.
Thereby a dual storage means for storing energy or a dual alternator coupled to the drive train additionally to an alternator coupled to the internal combustion engine may be omitted according to one embodiment, thus saving costs and/or weight, thereby improving efficiency of the vehicle(‘s power system). Additionally or alternatively such power system may advantageously basically preserve actual technology and/or increase reliability according to one embodiment. Additionally or alternatively by using kinetic energy of the vehicle during sailing to charge the storage means and/or supply electric consumers while cutting off the internal combustion engine may increase fuel economy of the vehicle(‘s power system) according to one embodiment. In particular the internal combustion engine may remain (cut-)off even if the storage means is depleted while the vehicle is travelling, thus operating alternator by the first drive train shaft. Additionally or alternatively regeneration capabilities of the alternator may be increased due to higher voltage rate limits according to one embodiment. Additionally or alternatively such power system may enable a so-called beltless engine, thus additionally improving fuel economy according to one embodiment.
According to one embodiment sailing of the vehicle is a state of the vehicle, in particular by rotation of its drive wheel(s), traveling, in particular at a speed of at least 10 km/h, in particular at least 50 km/h, while the internal combustion engine is (cut-)off, in particular so as to save fuel, while a clutch and/or a neutral or decoupled state of a transmission disconnects the internal combustion engine from the drive wheel(s). Said internal combustion engine may be cut off automatically by control means adapted thereto according to one embodiment, in particular depending on a state of the vehicle and/or opening such clutch between internal combustion engine and the drive wheel(s) and/or shifting a transmission into neutral according to one embodiment. Accordingly means for cut off the internal combustion engine automatically during sailing of the vehicle may be provided according to one embodiment.
According to one embodiment the coupling arrangement is adapted, in particular mechanically and/or by control means (for) automatically controlling said coupling arrangement accordingly, to automatically, in particular selectively or permanently, operate, in particular actuate, the alternator, in particular rotate a, in particular the same, shaft thereof, alternatively by the (internal combustion engine) output shaft coupled thereto while or (at least) if a speed of the first drive train shaft transformed to a corresponding speed of the alternator by a transmission rate of the drive train coupling means is smaller than a speed of the (internal combustion engine) output shaft transformed to a corresponding speed of the alternator by a transmission rate of the engine coupling means respectively, in particular while or (at least) if the vehicle or first drive train shaft is at stand-still and the internal combustion engine is running respectively.
Accordingly, in a method for automatically controlling the power system according to one embodiment in an(other or second respectively) operation mode the alternator, in particular a shaft thereof, is automatically, in particular selectively or permanently, operated, in particular rotated, by the (internal combustion engine) output shaft coupled thereto and, in particular while or if respectively, a speed of the first drive train shaft transformed to a corresponding speed of the alternator by a transmission rate of the drive train coupling means is smaller than a speed of the (internal combustion engine) output shaft transformed to a corresponding speed of the alternator by a transmission rate of the engine coupling means, in particular the vehicle or first drive train shaft is at stand-still and the internal combustion engine is running.
In other words according to one embodiment there is provided an(other or second respectively) operation mode of the power system, in particular by the coupling arrangement being adapted mechanically and/or by comprising a control means being programmed accordingly, in which the alternator is automatically, in particular selectively or permanently, operated by the output shaft coupled thereto while or if respectively a speed of the first drive train shaft transformed to a corresponding speed of the alternator by a transmission rate of the drive train coupling means is smaller than a speed of the output shaft transformed to a corresponding speed of the alternator by a transmission rate of the engine coupling means, in particular the vehicle or first drive train shaft is at stand-still and the internal combustion engine is running.
According to one embodiment means for operating, in particular rotating, the alternator, in particular a shaft thereof, automatically by the (internal combustion engine) output shaft coupled thereto while or if respectively a speed of the first drive train shaft transformed to a corresponding speed of the alternator by a transmission rate of the drive train coupling means is smaller than a speed of the (internal combustion engine) output shaft transformed to a corresponding speed of the alternator by a transmission rate of the engine coupling means, in particular the vehicle or first drive train shaft is at stand-still and the internal combustion engine is running, in an(other or second respectively) operation mode are provided.
Thus according to one embodiment the coupling arrangement is adapted, in particular mechanically and/or by control means (for) automatically controlling said coupling arrangement accordingly, to automatically operate in the first or second operation mode alternatively, in particular selectively.
According to one embodiment a speed of the first drive train shaft transformed to a corresponding speed of the alternator by a transmission rate of the drive train coupling means or said corresponding speed respectively is the speed which the alternator, in particular its shaft, would have if the (speed of the) first drive train shaft is or was fixedly coupled thereto at the transmission rate of the drive train coupling means respectively, in particular the speed of the first drive train shaft divided by the transmission ratio of the drive train coupling means. Accordingly, a speed of the output shaft transformed to a corresponding speed of the alternator by a transmission rate of the engine coupling means or said corresponding speed respectively is the speed the alternator, in particular its shaft, would have if the (speed of the) output shaft is or was fixedly coupled thereto at the transmission rate of the engine coupling means respectively, in particular the speed of the output shaft divided by the transmission ratio of the engine coupling means.
According to one embodiment operating the alternator alternatively by the output shaft of the internal combustion engine advantageously allows to charge storage means and/or supply electric consumers with electric energy irrespective of the travelling speed of the vehicle or its drive wheel(s) respectively, even while the vehicle is in stand-still.
According to one embodiment the engine coupling means comprises a clutch which is actively switchable or can be switched into open and close state selectively by an actuator, in particular electrically, pneumatically, hydraulically and/or magnetically. Said actively switchable clutch of the engine coupling means may be a dog clutch or magnetic clutch according to one embodiment. Additionally or alternatively the drive train coupling means may comprise a clutch which is actively switchable or can be switched into open and close state selectively by an actuator, in particular electrically, pneumatically, hydraulically and/or magnetically. Said actively switchable clutch of the drive train coupling means may be a dog clutch or magnetic clutch according to one embodiment.
By providing such actively switchable clutch and controlling it accordingly or providing control means adapted thereto respectively the engine coupling means and/or drive train coupling means can be selectively coupled and decoupled with and from the alternator, in particular a shaft thereof, according to one embodiment. Thereby the coupling arrangement may advantageously be adapted to automatically operate the alternator by the first drive train shaft coupled thereto and/or alternatively by the output shaft coupled thereto according to one embodiment.
According to one embodiment the (internal combustion engine) output shaft is automatically coupled to the alternator in the second operation mode based on an energy supply demand, in particular of the storage means and/or electric consumers). In particular the engine may (be) activated and/or the output shaft coupled to the alternator in case of an energy supply demand extending a predetermined threshold according to one embodiment. Thus, the alternator may be operated by the (internal combustion engine) output shaft in the second operation mode in particular at high electric energy consumption.
According to one embodiment the drive train coupling means comprises a free-wheel clutch allowing acceleration of the alternator with respect to the first drive train shaft. In other words said free-wheel clutch engages when the speed of the first drive train shaft transformed to a corresponding speed of the alternator by a transmission rate of the drive train coupling means is larger than an actual speed of the alternator according to one embodiment. Additionally or alternatively the engine coupling means may comprise a free-wheel clutch allowing acceleration of the alternator with respect to the output shaft. In other words said free-wheel clutch engages when the speed of the output shaft transformed to a corresponding speed of the alternator by a transmission rate of the engine coupling means is larger than an actual speed of the alternator according to one embodiment.
According to one embodiment the first drive train shaft is permanently coupled to the alternator (shaft) by said free-wheel clutch. By such free-wheel clutch the coupling arrangement may advantageously be mechanically adapted to automatically operate the alternator by the first drive train shaft coupled thereto according to one embodiment.
Additionally or alternatively the (internal combustion engine) output shaft may be permanently coupled to the alternator (shaft) by a free-wheel clutch according to one embodiment. By such free-wheel clutch the coupling arrangement may advantageously be mechanically adapted to automatically operate the alternator by the output shaft coupled thereto according to one embodiment.
According to one embodiment the drive train coupling means and/or the engine coupling means comprise one or more belt arrangements and/or one or more gear arrangements. According to one embodiment a belt arrangement may reduce vibration and thereby noise. According to one embodiment a gear arrangement may reduce abrasion and thereby dust.
According to one embodiment the coupling arrangement comprises a further clutch for coupling the output shaft with a shaft of the drive train. Said shaft of the drive train may be an input shaft of its transmission or a shaft coupled therewith, in particular permanently coupled therewith, according to one embodiment. According to one embodiment said shaft of the drive train is the first drive train shaft or a shaft coupled therewith, in particular permanently coupled therewith. Said further clutch may be actively switchable or can be switched into open and close state selectively by an actuator, in particular electrically, pneumatically, hydraulically and/or magnetically according to one embodiment. Said actively switchable further clutch arranged between internal combustion engine output shaft and drive train shaft may be a dog clutch or magnetic clutch according to one embodiment. According to one embodiment the internal combustion enginefs output shaft) and the drive train(‘s shaft) may be advantageously coupled and decoupled with one another irrespective of operating the alternator by the output and/or first drive train shaft, in particular irrespective of coupling and/or decoupling the alternator with the output and/or first drive train shaft. According to one embodiment said further clutch may be an automatically controlled clutch, in particular for decoupling the internal combustion engine during sailing of the vehicle. Thus, according to one embodiment control means for automatically opening and closing said further clutch, in particular during sailing of the vehicle, may be provided.
According to one embodiment the engine coupling means and the drive train coupling means are arranged - with respect to force or torque transmission respectively - in parallel with each other, in particular at opposite sides of the further clutch. In other words the alternator and the further clutch for coupling the internal combustion engine('s) output shaft with the drive train(‘s shaft) may be arranged - with respect to force or torque transmission respectively - in parallel with each other according to one embodiment. Yet in other words the engine coupling and the further clutch may be arranged such that the internal combustion output shaft may be coupled to the altemator(‘s shaft) either via said engine coupling or said further clutch (and the drive train coupling) according to one embodiment. According to one embodiment the internal combustion engine(’s output shaft) and the drive train(‘s shaft) may be advantageously coupled and decoupled with one another irrespective of operating the alternator by the output and/or first drive train shaft.
According to one embodiment a load and/or speed of the alternator is automatically controlled, in particular increased or reduced respectively, electrically and/or by the internal combustion enginefs output shaft) coupled thereto during a shift of a transmission of the drive train. Accordingly, the power system comprises control means for automatically controlling, in particular increasing and/or reducing, load and/or speed of the alternator electrically and/or by the internal combustion enginefs output shaft) coupled thereto during a shift of a transmission of the drive train according to one embodiment.
Thereby additional synchronizer load within the transmission during shifts, in particular backshifts, due to the alternator may advantageously be reduced according to one embodiment. Thus speed and/or load of the alternator are automatically controlled, in particular increased or reduced respectively, such that a synchronizer load within the transmission during a shift is reduced according to one embodiment. For example the speed of the alternator may be increased and/or the load of the alternator may be reduced so as to accelerate an input shaft of a transmission, thus (educing synchronizer load during a backshift.
According to one embodiment such (automatic) alternator load and/or speed control may be realized by electrical control of the alternator itself, in particular its electromagnetic parameters like flux, resistance or the like, accordingly. Additionally or alternatively speed and/or load of the alternator may be controlled according to one embodiment by the internal combustion engine’s output shaft coupled therewith by controlling the internal combustion enginefs output shaft speed) accordingly. For example the internal combustion engine may be used to accelerate the alternator. Thus according to one embodiment control means for electrical control of the alternator and/or for controlling the internal combustion enginefs output shaft speed) accordingly such that a synchronizer load within the transmission during shifts is reduced may be provided.
According to one embodiment control means for opening and/or closing an actively switchable clutch of the engine coupling means and/or for opening and/or closing an actively switchable clutch of the drive train coupling means and/or for opening and/or closing the actively switchable further clutch so as to operate the alternator automatically by the first drive train coupled thereto in the first operation mode and/or operate the alternator automatically by the (internal combustion engine) output shaft coupled thereto in the second operation mode are provided. Accordingly an actively switchable clutch of the engine coupling means and/or an actively switchable clutch of the drive train coupling means and/or the actively switchable further clutch is opened and/or closed so as to operate the alternator automatically by the first drive train coupled thereto in the first operation mode and/or operate the alternator automatically by the (internal combustion engine) output shaft coupled thereto in the second operation mode according to one embodiment. As already explained, automatically operating the alternator by the first drive train and/or (internal combustion engine) output shaft coupled thereto in the first or second operation mode respectively may additionally or alternatively be realized mechanically, in particular by or ore more free-wheel clutches, according to one embodiment.
Means according to one aspect of the present invention may be implemented by software, in particular a computer program or computer program module, and/or hardware, in particular a computer or central processing unit which is disposed to carry out a method described herein, one or more sensors and/or actors communicating with, in particular controlled by, the computer or central processing unit, or a computer program product, in particular a data earner and a data storage device respectively, comprising program code which implements a method described herein when running on a computer or central processing unit. The computer program or computer program module may be stored on the data carrier and the data storage device respectively in particular in a non-volatile way. The means in particular may be implemented in an apparatus, and in particular in a controller and/or a driver assistance device.
Further features of the present invention are disclosed in the sub-claims and the following description of preferred embodiments. Thereto it is shown, partially schematically, in:
Fig. 1 a vehicle power system according to an embodiment of the present invention in a first operation mode;
Fig. 2 the system in a second operation mode; and
Fig. 3 a vehicle power system according to another embodiment of the present invention in the first operation mode.
Fig. 1 shows vehicle power system according to an embodiment of the present invention in a first operation mode.
The power system comprises an internal combustion engine 10 having an output shaft 11.
The power system further comprises a drive train for driving two drive wheels 27 of the vehicle by internal combustion engine 10 comprising a transmission 21 and a differential 22 arranged between transmission 21 and drive wheels 27. Transmission 21 comprises different spur gears 25 for selectively coupling an input shaft 23 of transmission 21 to an output shaft 24 of transmission 21 so as to provide different discrete transmission ratios. For the sake of conciseness only two pairs of spur gears 25 are depicted which may alternatively engaged by a synchronizer arrangement 26.
According to the embodiment of figs. 1, 2 input shaft 23 of transmission 21 is a first drive train shaft which - due to synchronizer arrangement 26 - is selectively coupleable to drive wheels 27.
According to another embodiment shown in fig. 3 output shaft 24 of transmission 21 may be said first drive train shaft which then is coupled permanently to drive wheels 27.
The power system further comprises an alternator 30 with a shaft 31 for suppling electric energy to a storage means in form of a battery 71 and to one or more electrical consumers 72.
The power system further comprises a coupling arrangement with engine coupling means comprising a gear arrangement 41 and an actively switchable dog or magnetic clutch 42 for selectively coupling alternator 30 or alternator shaft 31 respectively with internal combustion engine output shaft 11, and drive train coupling means comprising a gear arrangement 51 (belt arrangement 51' in the embodiment of fig. 3) and a free-wheel clutch 52 for coupling alternator 30 or alternator shaft 31 respectively with the first drive train shaft 23 (24 in the embodiment of fig. 3). Free-wheel clutch 52 allows acceleration of alternator 30 or alternator shaft 31 respectively with respect to the first drive train shaft 51/51’. Thus, first drive train shaft 51/5T is permanently coupled to alternator 30 or alternator shaft 31 respectively by said free-wheel clutch 52.
The coupling arrangement comprises a further actively switchable clutch 80 for coupling internal combustion engine output shaft 11 with input shaft 23 of transmission 21.
As can be seen in the figures, engine coupling means 41,42 and drive train coupling means 51/51’, 52 are arranged with respect to force or torque transmission respectively in parallel with each other at opposite sides of further clutch 80.
Actively switchable clutches 42, 80 are controlled by a control means comprising an ECU 60 which also controls energy supply of battery 71 and electric consumer 72 by alternator 30, thus also controlling its load and speed.
In a first operation mode shown in figs. 1, 3 internal combustion engine 10 is cut-off during sailing of the vehicle and clutches 42, 80 are opened by ECU 60 while transmission output shaft 24 and (in the embodiment of fig. 1 due to engaged synchronizer arrangement 26) transmission input shaft 23 are driven by drive wheels 27 of the travelling vehicle. Thus, alternator 30 or shaft 31 thereof respectively is operated automatically by first drive train 23/24 coupled thereto permanently via free-wheel clutch 52.
Thus, the coupling arrangement is adapted mechanically (due to free-wheel clutch 52) and by control means 60 automatically opening clutches 42, 80 to automatically operate alternator 30 by first drive train shaft 23/24 coupled thereto while internal combustion engine 10 is cut-off during sailing of the vehicle.
Accordingly there is provided a redundant electric energy source by alternator 30 operated by first drive train shaft 23/24 even while internal combustion engine 10 is cut-off and thus not operating the alternator.
In a second operation mode shown in fig. 2 the vehicle is at stand-still while internal combustion engine 10 is running. Thus transmission output shaft 24 and (in the embodiment of fig. 2 due to engaged synchronizer arrangement 26) transmission input shaft 23 also are at stand-still.
Thus a speed of first drive train shaft 23/24 (which is zero) transformed to a corresponding speed of alternator 30 by a transmission rate of drive train coupling means 51/5152 is smaller than a speed of internal combustion engine output shaft 11 transformed to a corresponding speed of alternator 30 by a transmission rate of the engine coupling means 41,42.
In the second operation mode shown in fig. 2 clutch 42 is closed and clutch 80 is opened by ECU 60. Thus, alternator 30 or shaft 31 thereof respectively is operated automatically by internal combustion engine output shaft 11 selectively coupled thereto via active switchable clutch 42 of engine coupling means 41,42.
Thus, the coupling arrangement is adapted mechanically (due to free-wheel clutch 52) and by control means 60 (controlling in particular clutch 42) to automatically operate alternator 30 by internal combustion engine output shaft 31 coupled selectively thereto while the vehicle is at stand-still.
Control means 60 automatically controls, in particular increases or reduces, load and/or speed of alternator 30, in particular electrically and/or by internal combustion engine output shaft 31 coupled thereto during a shift of transmission 21. Thereby additional load of synchronizer arrangement 26 within transmission 21 during shifts, in particular backshifts, due to alternator 30 are reduced.
Fig. 3 shows a vehicle power system according to another embodiment of the present invention in the first operation mode. Embodiments of figs. 1, 3 differ only in that the first drive train of the coupling arrangement is either input shaft 23 (fig. 1) or output shaft 24 (fig. 3) of transmission 21 and drive train coupling means comprises either a gear arrangement 51 (fig. 1) or belt arrangement 51’ (fig. 3). Thus, embodiment of fig. 3 has already been addressed in the foregoing and reference is made to the description of figs. 1, 3 with respect to other features of the embodiment of fig. 3. ECU 60 may include a digital central processing unit (CPU) or processor in communication with a memory system and an interface bus. Instead of an ECU, the system may have a different type of processor to provide the electronic logic, e.g. an embedded controller, an onboard computer, or any processing module that might be deployed in the vehicle. The CPU is configured to execute instructions stored as a program in the memory system, and send and receive signals to and from the interface bus. The memory system 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 and from the various sensors and control devices. The program may embody the methods disclosed herein, allowing the CPU to execute the steps of such control methods.
The program stored in the memory system is transmitted from outside via a cable or in a wireless fashion. Outside the system it is normally visible as a computer program product, which is also called transient or non-transient computer readable medium or machine readable medium in the art, and which should be understood to be a computer program code residing on a carrier, the carrier preferably being either transitory or non-transitory in nature with the consequence that the computer program product can be regarded to be transitory or non-transitory in nature.
An example of a transitory computer program product is a signal, e.g. an electromagnetic signal such as an optical signal, which is a transitory carrier for the computer program code. Carrying such computer program code can be achieved by modulating the signal by a conventional modulation technique such as QPSK for digital data, such that binary data representing the computer program code is impressed on the transitory electromagnetic signal. Such signals are e.g. made use of when transmitting computer program code in a wireless fashion via a WiFi connection to a laptop.
In case of a non-transitory computer program product the computer program code is embodied in a tangible storage medium. The storage medium is then the non-transitory carrier mentioned above, such that the computer program code is permanently or non-permanently stored in a retrievable way in or on this storage medium. The storage medium can be of conventional type known in computer technology such as a flash memory, an Asic, a CD or the like.
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 foregoing 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 their legal equivalents.
REFERENCE NUMBERS

Claims (15)

Claims
1. A power system for a vehicle, in particular a passenger car, comprising: an internal combustion engine (30) comprising an output shaft (31); a drive train for driving at least one drive wheel (27) of the vehicle by the internal combustion engine (30) comprising a first drive train shaft (23; 24); an alternator (30); and a coupling arrangement comprising: engine coupling means (41,42) for coupling the alternator (30) with the output shaft (11); and drive train coupling means (51; 51’, 52) for coupling the alternator (30) with the first drive train shaft (23; 24); wherein the coupling arrangement is adapted to automatically operate the alternator (30) by the first drive train shaft (23, 24) coupled thereto while the internal combustion engine (30) is off, in particular during sailing of the vehicle.
2. A power system according to the preceding claim, wherein the coupling arrangement is adapted to automatically operate the alternator (30) alternatively by the output shaft (11) coupled thereto while a speed of the first drive train shaft (23; 24) transformed to a corresponding speed of the alternator (30) by a transmission rate of the drive train coupling means (51; 51 ’, 52) is smaller than a speed of the output shaft (11) transformed to a corresponding speed of the alternator (30) by a transmission rate of the engine coupling means (41,42), in particular while the vehicle or first drive train shaft (23; 24) is at stand-still and the internal combustion engine (30) is running.
3. A power system according to one of the preceding claims, wherein the engine coupling means (41,42) and/or the drive train coupling means (51; 51’, 52) comprises an actively switchable clutch, in particular a dog clutch or magnetic clutch (41).
4. A power system according to one of the preceding claims, wherein the drive train coupling means (51; 51 ’, 52) and/or the engine coupling means (41,42) comprises a free-wheel clutch (52) allowing acceleration of the alternator (30) with respect to the first drive train shaft (23; 24) or output shaft (11) respectively.
5. A power system according to one of the preceding claims, wherein the drive train coupling means (51; 51’, 52) and/or the engine coupling means (41,42) comprises at least one belt arrangement (51’) or gear arrangement (51).
6. A power system according to one of the preceding claims, wherein the coupling arrangement comprises a further clutch (80) for coupling the output shaft (11) with a shaft of the drive train, in particular the first drive train shaft (23; 24) or a shaft (23; 24) coupled therewith.
7. A power system according to one of the preceding claims, wherein the engine coupling means (41, 42) and the drive train coupling means (51; 51’; 52) are arranged in parallel with each other, in particular at opposite sides of the further clutch (80).
8. A power system according to one of the preceding claims, wherein the first drive train shaft (23; 24) is a shaft, in particular an input shaft (23) or output shaft (24), of a, in particular manual, semi-automatic or automatic, transmission (21) of the drive train or coupled therewith.
9. A power system according to one of the preceding claims, wherein the first drive train shaft (23; 24) is selectively coupleable or permanently coupled to the at least one drive wheel (27).
10. A power system according to one of the preceding claims, comprising storage means (71) for storing electric energy supplied by the alternator (30) and/or at least one electrical consumer (72), in particular an electric vacuum pump and/or electric power steering means, adapted to be supplied with electric energy by the alternator (30) and/or the storage means (71).
11. A power system according to one of the preceding claims, comprising control means (60) for automatically controlling load and/or speed of the alternator (30) electrically and/or by the output shaft (11) coupled thereto during a shift of a transmission (21) of the drive train. L
12. A vehicle, in particular a passenger car, comprising a power system according to one of the preceding claims.
13. A method for automatically controlling a power system according to one of the preceding claims, wherein in one operation mode the internal combustion engine (10) is cut-off, in particular during sailing of the vehicle, and the alternator (30) is automatically operated by the first drive train (23; 24) coupled thereto; and/or wherein in one operation mode the alternator (30) is automatically operated by the output shaft (11) coupled thereto and a speed of the first drive train shaft (23; 24) transformed to a corresponding speed of the alternator (30) by a transmission rate of the drive train coupling means (51; 51’, 52) is smaller than a speed of the output shaft (11) transformed to a corresponding speed of the alternator (30) by a transmission rate of the engine coupling means (41,42), in particular the vehicle or first drive train shaft (23; 24) is at stand-still and the internal combustion engine (10) is running.
14. A method according to the preceding claim, wherein load and/or speed of the alternator (30) is automatically controlled electrically and/or by the output shaft coupled thereto during a shift of a transmission of the drive train.
15. A computer program product comprising source code recorded on a computer-readable data carrier for carrying out the method according to one of the preceding claims.
GB1517518.5A 2015-10-05 2015-10-05 Vehicle power system Withdrawn GB2543043A (en)

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GB1517518.5A GB2543043A (en) 2015-10-05 2015-10-05 Vehicle power system
CN201610860389.6A CN106965670A (en) 2015-10-05 2016-09-28 Automotive power

Applications Claiming Priority (1)

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GB1517518.5A GB2543043A (en) 2015-10-05 2015-10-05 Vehicle power system

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