NL2009883C2 - Method for converting a vehicle driven by an internal combustion engine to a plug-in hybrid vehicle. - Google Patents

Method for converting a vehicle driven by an internal combustion engine to a plug-in hybrid vehicle. Download PDF

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Publication number
NL2009883C2
NL2009883C2 NL2009883A NL2009883A NL2009883C2 NL 2009883 C2 NL2009883 C2 NL 2009883C2 NL 2009883 A NL2009883 A NL 2009883A NL 2009883 A NL2009883 A NL 2009883A NL 2009883 C2 NL2009883 C2 NL 2009883C2
Authority
NL
Netherlands
Prior art keywords
vehicle
combustion engine
generator
electric motor
internal combustion
Prior art date
Application number
NL2009883A
Other languages
Dutch (nl)
Inventor
Frederik Johannes Boers
Original Assignee
Broers Frederik Johannes
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 Broers Frederik Johannes filed Critical Broers Frederik Johannes
Priority to NL2009883A priority Critical patent/NL2009883C2/en
Application granted granted Critical
Publication of NL2009883C2 publication Critical patent/NL2009883C2/en

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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
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2304/00—Optimising design; Manufacturing; Testing
    • B60Y2304/07—Facilitating assembling or mounting
    • B60Y2304/076—Facilitating assembling or mounting by add-on parts, e.g. retrofit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/21—External power supplies
    • B60Y2400/214—External power supplies by power from domestic supply, e.g. plug in supplies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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

Description

Method for converting a vehicle driven by an internal combustion engine to a plug-in hybrid vehicle 5 DESCRIPTION:
Technical filed of the invention
The invention relates to method for converting a vehicle driven by an 10 internal combustion engine to a plug-in hybrid vehicle driven by both an internal combustion engine and an electric engine, comprising: removing the alternator of the vehicle, mounting an electric motor/generator in the vehicle in the space where the alternator has been and connecting the output of the electric motor/generator to 15 the crankshaft of the internal combustion engine of the vehicle, mounting an additional battery in the vehicle, and mounting a control unit and connecting the additional battery and electric motor/generator to the unit, which unit is designed to adapt the output of the electric motor/generator depending on the vehicle’s and engine’s conditions 20 taken from the on board diagnostics system of the vehicle, wherein the control unit is such that the vehicle’s internal combustion engine is assisted by the electric motor/generator when the accelerator pedal is depressed and the battery’s charge level is above a minimum value.
25 Background of the invention
Known is a so called Belt Alternator Starter (BAS) system. This is a category of automotive parallel hybrid technology that utilizes an electric motor to contribute power to the internal combustion engine’s crankshaft via a serpentine belt. 30 By mounting this motor generator unit in the conventional location traditionally used for the standard automotive alternator, it permits a low-cost method of adding mild hybrid capabilities such as start-stop, power assist, and mild levels of regenerative braking.
2
Mild hybrids are essentially conventional fossil-fuel vehicles equipped with a large electric machine (one motor/generator in a parallel configuration) allowing the engine to be turned off whenever the car is coasting, braking, or stopped, yet restart quickly. Mild hybrids may employ regenerative brake and some level of power assist to 5 the internal combustion engine, but mild hybrids do not have an exclusive electric-only mode of propulsion.
General Motors introduced the BAS system in the 2007. It operates similarly to other mild hybrids with a "start-stop" system, in that it shuts down the engine as the vehicle comes to a stop and instantly restarts it when the brake pedal is 10 released.
The BAS system is also capable of providing modest levels of power assist during launch/acceleration and similarly modest levels of regenerative braking during deceleration. Although unable to operate in pure all-electric EV mode, the BAS system provides improvements to both city and highway fuel efficiency over similar 15 non-hybrid versions.
A 36 volt electrical system is used to operate a permanent magnet motor/generator unit mounted the engine in a similar fashion to a conventional alternator. Then through a high-tension drive belt, the BAS system is capable of starting or assisting the engine. A conventional 12V starter motor is retained and used whenever 20 the engine is cold as during initial start-up.
One perceived benefit of the BAS technology is that it fits in the same space as a conventional engine. No significant modifications were required to the vehicle chassis to accommodate the BAS system, with the 36V battery pack housed in the trunk or spare tire well.
25 A method according to the preamble of claim 1 is known from WO-A- 2011/039770. In the known method used in the BAS system the electric motor/generator assists the internal combustion engine only for a short period during acceleration, whereas in the method according to WO-A-2011/039770 the internal combustion engine can be assisted during a longer time, this results in an increased 30 reduction of fuel consumption.
Summary of the invention 3
It is an object of the present invention to provide a method of the type defined in the opening paragraph with which a vehicle can be converted into a plug-in hybrid having a further improved fuel efficiency over the known method. To this end the method according to the invention is characterized in that the electric 5 motor/generator output is adapted depending on the actual fuel consumption of the vehicle’s internal combustion engine. When the fuel consumption increases the electric motor/generator will increase assisting the engine in order to increase reduction of fuel consumption.
An embodiment of the method according to the invention is characterized 10 in connecting the additional battery to the existing battery and loading the existing battery by the additional battery when charge of the existing battery is too low. The advantage of this is that all electrical systems in the car can use the power they need from the existing 12V battery. The vehicle’s electrical systems are depending on the additional battery to supply them with energy. This is established by connecting a 15 DC/DC converter between the car’s original 12 V battery and the add-on battery pack. The add-on battery pack will charge the original 12V battery and all the electrical systems in the car can use the power they need from this.
Brief description of the drawings 20
The invention will be further elucidated below on the basis of drawing. This drawing shows schematically an embodiment of a hybrid drive of a vehicle which is converted to a so called plug-in hybrid vehicle.
25 Detailed description of the drawings
The invention relates to a method of conversion of an existing vehicle with an internal combustion engine (ICE) to a plug-in hybrid vehicle driven by the ICE and an electric motor/generator. In the figure a hybrid drive of a vehicle is shown 30 schematically. The existing vehicle comprises an internal combustion engine (ICE) 1 and connected thereto a drive train comprising a gearbox and clutch unit 3. The vehicle further comprises a motor management unit 5 and an on board diagnostic (OBD) system 7. The conversion comprises the addition of an electric drive consisting of a motor/generator 9 with a motor controller 11, a control unit 13 and an additional battery 4 15 to the vehicle. The conversion will be established by replacing the vehicles alternator and possibly the alternator drive by an electric motor/generator and drive.
The control unit 13 is connected to the engine’s on board diagnostics (OBD) system 7 so that it can interface with the internal combustion engine 1. The 5 control unit 13 will control the electric motor/generator 9 so it can adapt to the circumstances of the vehicle.
In the existing vehicle the alternator that supplies the vehicle with electricity is removed and the electric motor/generator 9 is installed in the free space where alternator used to be. The electric motor/generator 9 is connected to the 10 crankshaft 17 of the engine via pulleys 19 and 21 and a drive belt 23 in the same way as the alternator was connected to the crankshaft. Alternatively, where space is not a problem, the electric motor/generator could be mounted as an extra auxiliary system. The additional battery 15 is located in the space of the spare wheel and is preferably in the shape and size of the spare wheel.
15 The converted vehicle will be a hybrid of the type that is commonly described as a mild plug-in hybrid electric vehicle: • The primary source of energy for the electric motor/generator is from charging the additional battery by external electric power.
• Its electric motor/generator is not primarily designed to be able to 20 autonomously drive the vehicle.
The main role of the electric drive in the vehicle is to assist the vehicle during both driving and braking. The system may also be capable to be used as a start-stop system. The electric drive will add characteristics to the vehicle that are of benefit to both the environment and to the running costs of the vehicle.
25 One of the important aspects of this invention is the realization of a vehicle conversion to a electric hybrid vehicle with as little investment as possible and by keeping all the systems intact and operational that are already in the original vehicle. The aim is to make the extra investment to the vehicle as low as possible and to make the dependency to the electric drive as small as possible. This will in present-day 30 situation result in the capability for this type of conversion to be interesting to larger groups of people: their vehicle will produce less emissions and the running cost will drop. At the same time the vehicle is conventional enough to fit in the infrastructure as we know it today. The vehicle will be running as a hybrid as long as the batteries last and will effortlessly switch to its conventional combustion engine exclusively if the trip 5 takes longer than the batteries can last.
The power needed to maintain a certain speed increases dramatically at higher speeds. In modern day traffic, the majority of the time the engine of a vehicle only needs a fraction of its capability. This means that an electric drive system of 5 relatively small capacity can provide much of the needed drive force for most of the time. An electric drive with a capacity of approximately 10% of the power of the internal combustion engine will give quite a large contribution to the average need for propulsion.
The software in the control unit 13 will manage the electric 10 motor/generator 9 in such a way that the added electric drive will be totally unnoticeable to the driver of the vehicle during normal operation. If exceptional circumstances occur, the electric drive will stop its normal operation. The OBD system of the vehicle enables the control unit 13 to monitor several vehicle parameters, to decide which action to take. The most important OBD parameters that the controller 15 will use are: • Engine fuel consumption (either directly from OBD or calculated from engine RPM, throttle position and lambda sensor) • Engine rotation speed (RPM) • Accelerator position 20 · Engine temperature • Vehicle speed
During normal operation the add-on electric drive will assist the vehicle by either driving or braking at the crankshaft of the combustion engine. Based on the circumstances the vehicle is in, it will decide on the action it will take. When the 25 combustion engine starts to consume fuel, the add-on electric drive will start to assist the combustion engine with electric power. This will help to drive the vehicle.
When the accelerator is not depressed and when there is no or very little fuel consumption while the combustion engine is still rotating above idle speed, the add-on electric drive will switch to moderate energy regeneration. This acts as a brake 30 to the engine while the vehicle is coasting.
When the combustion engine is idling, the add-on electric drive will switch to help sustain the idling of the engine (this will help the engine to idle).
When the driver is applying the brake, the add-on electric drive will 6 switch to peak-energy regeneration as long as the accelerator pedal is not depressed, the engines fuel consumption is very low and the rotational speed is above idle. This will help the vehicle to slow down as much as possible. This mode can only exist if the internal combustion engine stays connected to the drive chain during the braking. In 5 manual geared vehicles this means the clutch should not immediately be depressed when braking. Vehicles with an automatic transmission may disengage by default when the throttle is not depressed, making this type of energy regeneration impossible in these vehicles.
If the add-on electric drive has been installed in the space where the 10 vehicles alternator used to be, then the vehicles electrical systems are depending on the ad-on battery to supply it with energy. This is established by connecting a DC/DC converter between the car’s original 12 V battery and the add-on battery pack. The addon battery pack will charge the original 12V battery and all the electrical systems in the car can use the power they need from this.
15 If the add-on batteries are depleted below a certain level, the add-on electric drive will switch to permanent energy regeneration mode to charge the add-on batteries enough to sustain the electric supply for vehicle. This mode can last indefinite; it basically turns the vehicle back into a traditional vehicle with a combustion engine and an alternator to supply the vehicle with the electricity it needs to operate. The only 20 difference is the fact that the alternator charges a high-voltage battery 15 that in turn charges the original 12 V battery 25 through a DC/DC converter 27.
There are a number of exceptional situations that will stop the operation of the add-on drive, either partially or completely. A few examples are given below: • The internal combustion engine rotational speed is above or below a safe 25 limit.
• The driver is applying the brakes and depressing the throttle at the same time.
• The internal combustion engine is stalled or has not started yet.
• The internal combustion engine is switched off.
30 · The internal combustion engine is not at minimum operating temperature.
• The additional batteries are too full to receive brake regeneration energy.
7
Although the present invention is elucidated above on the basis of the given drawings, it should be noted that this invention is not limited whatsoever to the embodiments shown in the drawings. The invention also extends to all embodiments deviating from the embodiments shown in the drawings within the context defined by 5 the claims.

Claims (2)

1. Werkwijze voor het converteren van een door een verbrandingsmotor aangedreven voertuig (1) in een plug-in hybride voertuig aangedreven door zowel een verbrandingsmotor als een elektromotor (9), omvattende: 5. verwijderen van de dynamo uit het voertuig, monteren van een elektromotor/generator (9) in het voertuig in de ruimte waar de dynamo heeft gezeten en het verbinden van de uitgang van de elektromotor/generator met de krukas (17) van de verbrandingsmotor van het voertuig, 10. monteren van een extra accu (15) in het voertuig, en monteren van een controle-eenheid (13) en verbinden van de extra accu en de elektromotor/generator met de eenheid, welke unit is ontworpen om de uitvoer van de elektromotor/generator aan te passen afhankelijk van de condities van het voertuig en de verbrandingsmotor (9), welke condities van het on-board 15 diagnostische systeem (7) van het voertuig gehaald worden, waarbij de controle-eenheid (13) zodanig is dat de verbrandingsmotor (1) van het voertuig ondersteund wordt door de elektromotor/generator (9) indien het gaspedaal wordt ingedrukt en het laadniveau van de accu zich boven een minimale waarde bevindt, met het kenmerk, dat de uitvoer van de elektromotor/generator (9) aangepast 20 wordt afhankelijk van het actuele brandstofverbruik van de verbrandingsmotor (1) van het voertuig.A method for converting a vehicle (1) powered by a combustion engine into a plug-in hybrid vehicle powered by both a combustion engine and an electric motor (9), comprising: 5. removing the dynamo from the vehicle, mounting a electric motor / generator (9) in the vehicle in the room where the dynamo has been and connecting the output of the electric motor / generator to the crankshaft (17) of the combustion engine of the vehicle, 10. mounting an additional battery (15 ) in the vehicle, and mounting a control unit (13) and connecting the additional battery and the electric motor / generator to the unit, which unit is designed to adjust the output of the electric motor / generator depending on the conditions of the vehicle and the internal combustion engine (9), which conditions are taken from the on-board diagnostic system (7) of the vehicle, the control unit (13) being such that the internal combustion engine (1) of the vehicle is supported by the electric motor / generator (9) if the accelerator pedal is depressed and the charge level of the battery is above a minimum value, characterized in that the output of the electric motor / generator (9) is adjusted depending on the current fuel consumption of the vehicle's internal combustion engine (1). 2. Werkwijze volgens conclusie 1, met het kenmerk, dat de extra accu (15) wordt verbonden met de bestaande accu (25) en dat het opladen van de bestaande accu door de extra accu plaatsvindt indien de lading van de bestaande accu te laag is.Method according to claim 1, characterized in that the additional battery (15) is connected to the existing battery (25) and that the charging of the existing battery takes place by the additional battery if the charge of the existing battery is too low .
NL2009883A 2012-11-27 2012-11-27 Method for converting a vehicle driven by an internal combustion engine to a plug-in hybrid vehicle. NL2009883C2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
NL2009883A NL2009883C2 (en) 2012-11-27 2012-11-27 Method for converting a vehicle driven by an internal combustion engine to a plug-in hybrid vehicle.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL2009883A NL2009883C2 (en) 2012-11-27 2012-11-27 Method for converting a vehicle driven by an internal combustion engine to a plug-in hybrid vehicle.
NL2009883 2012-11-27

Publications (1)

Publication Number Publication Date
NL2009883C2 true NL2009883C2 (en) 2014-06-02

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Family Applications (1)

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NL2009883A NL2009883C2 (en) 2012-11-27 2012-11-27 Method for converting a vehicle driven by an internal combustion engine to a plug-in hybrid vehicle.

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NL (1) NL2009883C2 (en)

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Effective date: 20181201