TW201524840A - Emergency mode in a hybrid vehicle - Google Patents

Abstract

The present subject matter relates to a hybrid vehicle having an emergency mode in the form of a limp home mechanism. The limp home mechanism comprises of a manually operated kick start lever connected with the engine, an alternator mechanically connected to the kick start lever, the alternator having a stator and a rotor, and an RR unit taking input from the alternator. The limp home mechanism removes the engine cranking dependency on the controller and the battery and enables manual cranking of the engine in emergency situations.

Description

Emergency mode in hybrid vehicles

The present invention relates generally to hybrid vehicles, and more particularly to a mechanism for activating a hybrid vehicle in an emergency, but is not repulsive.

As non-renewable energy sources are diminishing, the need to reduce fossil fuel consumption and vehicle internal combustion engine exhaust emissions is now well known. One way to achieve the aforementioned goals is to drive the vehicle by electricity. However, compared to conventional vehicles, such vehicles have a heavier body weight and a shorter travel distance per charge. These shortcomings can be overcome by hybrid vehicles that utilize the advantages of incorporating an internal combustion engine and an electric traction motor into a single vehicle. Such vehicles have a high potential for reducing vehicle fuel consumption and exhaust emissions without seriously affecting vehicle performance or driving maneuverability.

This hybrid vehicle can operate through control devices configured in accordance with the engine, traction motor and battery specifications. The control device within the hybrid vehicle has a controller that controls vehicle operation and power flow within the vehicle based on available input and built-in logic. The controller takes power from the battery, which is typically a high voltage in the case of a hybrid vehicle. In a hybrid vehicle, the controller can generally control the operation of the vehicle without any manual input, including cranking the engine via a starter motor. Battery power is available to the starter motor. However, there may be some unpleasant events due to electrical errors or mechanical errors. These can cause the controller to malfunction, thus affecting the operation of the vehicle and causing trouble to the vehicle user.

For example, a high voltage battery may have an electrical fault, or a high current may be shorted from the battery to the vehicle components, making it impossible to supply power to the controller. In these cases, the controller is unable to perform vehicle operations as desired. This problem may also occur if the controller is fully or partially discharged from the battery from which it is powered. In addition, if the controller itself fails, the self-cranking of the engine is stopped and the vehicle becomes inoperable. In another case, if the traction motor is short-circuited, it may even be difficult to propel the vehicle because the traction motor is connected to the rear wheel. Therefore, in the event of any error in the controller or battery or motor due to any electrical or mechanical failure event, the operation of the vehicle is affected and the user is trapped on the road.

The subject matter of this case is aimed at overcoming all or any of the problems as described above and thereby relieving the prior art deficiencies. Therefore, one of the thematic projects of this case aims to provide an emergency mode in the form of a limp home mechanism on a hybrid vehicle, so that the vehicle can be manually operated in any emergency or undesired situation without Rely on the battery and controller. Another object of the present invention is to ensure that the limp mode mechanism does not interfere with the operation of the controller under normal conditions.

To this end, the present invention discloses a hybrid vehicle having a limp mode mechanism, the mechanism comprising a manually operated foot pedal, which is connected to the engine; an AC generator, which is mechanically coupled to The foot-starting post, the AC generator has a stator and a rotor; and an RR unit that takes input from the AC generator; wherein the operation of the foot-starting post enables the AC generator Supplying the required voltage to a firing (TCI) unit, which The engine is cranked without the aid of a battery and controller, and wherein the RR unit further adjusts the required voltage for the TCI unit.

The foregoing disclosure and summary are provided to illustrate a plurality of alternative concepts in a simplified form, and are not limiting. In order to fully understand the above and other objectives of the subject matter of the case and the subject matter itself, the person familiar with the subject matter will be read by the subject matter of the case and the detailed description of the scope of the patent application. Be aware of all these projects.

9‧‧‧RR unit

10‧‧‧Ignition switch

11‧‧‧DC/DC converter

12‧‧‧TCI unit

14‧‧‧Ignition coil

17‧‧‧TCI cut-off relay

22‧‧‧shank

23‧‧‧Chapter

24‧‧‧Intermediate axis

26‧‧‧Sprocket

27‧‧‧Axle

31‧‧‧foot starter post

32‧‧‧ centrifugal clutch

33‧‧‧AC generator

34‧‧‧ idling gear

35‧‧‧foot start drive gear

36‧‧‧foot start drive gear

101‧‧‧ front wheel

102‧‧‧ Rear wheel

103‧‧‧Front fender

104‧‧‧ Rear fender

105‧‧‧front board

106‧‧‧ side panels

107‧‧‧Front fork

108‧‧‧Main frame

120‧‧‧ internal combustion engine

122‧‧‧Electrical traction motor

125‧‧‧ Controller

126‧‧‧Battery

127‧‧·wheels

131‧‧‧ rear suspension

136‧‧‧ headlights

137‧‧‧ taillights

140‧‧‧ bottom pedal

141‧‧‧ foot cover

142‧‧‧Seat assembly

143‧‧‧ base cover

150‧‧‧Hand grip assembly

A‧‧‧ energy flow

B‧‧‧Signal flow

The foregoing and other features, features and advantages of the subject matter of the present invention will be better understood by the following detailed description, the appended claims and the accompanying drawings in which: FIG. 1 shows a hybrid vehicle according to the present invention; 2 shows the rear part of the hybrid vehicle without side cover; Figure 3 shows a cross-sectional upper view of the engine; Figure 4 shows a side view of the foot-starting post in the engine box; Figure 5 shows the limp mode for the hybrid vehicle The operational layout of the mechanism.

The present invention relates to a hybrid vehicle having an emergency mode in the form of a limp mode. The limp mode mechanism includes a manually operated foot-starting post that is coupled to the engine; an AC generator that is mechanically coupled to the foot-starting post, the AC generator having a stator And a rotor; an RR unit that takes input from the AC generator. The limp mode mechanism is configured to start the vehicle directly in engine mode without relying on the battery and controller. This makes it possible to convert a hybrid vehicle into a general foot-starting vehicle in an emergency, unexpected or undesired situation.

In addition, the controller is configured to operate in the limp mode mechanism when the vehicle is operating well under normal conditions. However, in the event of partial or complete shutdown, the controller can put the vehicle into manual mode, so the vehicle user can manually crank the engine and bring the vehicle to the nearest service center. A hybrid vehicle having a limp mode mechanism will now be explained through specific embodiments.

Figure 1 shows a side view of the hybrid vehicle in question. The vehicle has a body frame assembly consisting of a plurality of welded ferrules, typically a body for supporting the vehicle. The vehicle has a steerable front wheel 101 and a driven rear wheel 102. The body frame of the vehicle is assembled into an elongated structure that typically extends from the front end to the rear end of the vehicle. Its shape is generally convex from the side view of the rise. The frame assembly includes a head tube (not shown), a main frame 108, and may also have a sub-frame. The sub-frame can be attached to the main frame using a suitable engagement mechanism. The frame assembly is covered by a plurality of car body covers, including a front plate 105, a foot cover 141, a base cover 143 and a side plate 106.

The grip bar assembly 150 and the seat assembly 142 are supported at opposite ends of the frame assembly, and define an open area therebetween, referred to as a bottom pedal 140, which can operate as a footed space. The driver's seat and rear seat are placed in front of the fuel tank and behind the bottom pedal 140. The front fender 103 is disposed above the front wheel 101 to prevent the vehicle and its occupants from being splashed by mud. Similarly, a rear fender 104 is disposed between the fuel tank and the rear wheel 102 and outside the radiation direction of the rear wheel 102. The rear fender 104 prevents the rear wheel 102 from being splashed with rain or the like.

A suspension system can be provided to facilitate comfortable driving of the vehicle during driving. The front suspension assembly (not shown) is attached to the front fork 107, while the rear suspension assembly is hydraulically mounted and connected Connected to the body frame. The rear suspension assembly contains at least one rear suspension 131, and is preferably located at the left side of the vehicle. However, it can also be a vehicle with two suspensions, namely on the left and right sides. For the safety of the user and in compliance with traffic regulations, a headlight 136 located at a portion in front of the vehicle and a taillight 137 located at a portion of the rear of the vehicle may be provided.

The vehicle has a motor power chain that includes an internal combustion engine 120 and an electrical traction motor 122 as a source of drive. The engine 120 is disposed in front of the rear wheel 102 and supported on the vehicle frame. That is, as shown in FIG. 2, the traction motor 122 is powered by a battery 126 which is cranked by a starter motor (not shown) powered by the battery. A controller 125 controls the flow of power within the vehicle. In a specific embodiment, the engine is a four stroke single cylinder engine. The rear wheel 102 is driven by the driving force of the engine 120 or the traction motor 122 or both. Power from the engine can be transmitted to the rear wheel 102 via a transmission system. The engine 120 is horizontally arranged, that is, the arbor is disposed at a right angle to the longitudinal direction of the vehicle body. The traction motor 122 can transmit power from the battery 126. In the preferred embodiment shown in FIG. 3, the traction motor 122 is located within the hub 127 of the rear wheel 102. The hub 127 is wound around an axle 27 that passes axially through the hub. The traction motor 122 is directly coupled to the rear wheel hub 127 outside the engine crankcase to save space and prevent transmission losses due to gear reduction.

That is, as shown in FIG. 3, the engine 120 has a piston-operated arbor 22 that is rotatable to transmit power to the rear wheel 102 via a transmission system. The arbor 22 is operable to interface with and drive an intermediate shaft 24. In accordance with an embodiment of the present invention, power transfer from the arbor 22 to the interposer shaft 24 is through a wet type chain drive. This chain can be as shown in reference numeral 23. A centrifugal clutch 32 disposed at one end of the arbor 22 assists in the transfer and separation of the arbor 22 from the interposer shaft 24. a sprocket 26 disposed at a portion of one end of the intermediate shaft 24 is The power received from the arbor is transmitted to an axle 27 by a dry type chain/strip drive. The sprocket and chain mechanism reduces the rotational force of the intermediate shaft and transmits the reduced rotational force to the rear wheel 102.

The hybrid vehicle further includes a plurality of user selectable modes of operation. The user can select any of the modes of operation to operate the vehicle and/or switch between the modes of operation through a mode selection switch (not shown) provided for this purpose. The selected mode is displayed on the display panel of the hybrid vehicle. The controller 125 can activate the motor or engine or both depending on the mode selected by the user. If the mode is not selected, the controller will start the vehicle in the default mode. In a preferred embodiment, the hybrid vehicle is provided with at least four modes of operation for optimizing fuel efficiency, driving range, and providing more control and consideration to vehicle users in terms of vehicle operation. .

These four modes of operation are called hybrid save mode, hybrid power mode, engine mode, and electrical mode. The hybrid save mode is the default mode of the vehicle, that is, the controller will start and operate the vehicle in the hybrid save mode, except for any user selection. In this mode, the controller operates the vehicle by first powering the traction motor 122, and then once the vehicle touches a predetermined operating point, the controller 125 cranks the internal combustion engine 120 and stops the traction. Motor 122. In the hybrid power mode, the controller operates the vehicle in such a manner that the vehicle can simultaneously derive power from the engine 120 and the traction motor 122. In the engine mode, the controller crank rotates the engine 120 and the vehicle only operates on the engine; however, in the electrical mode, the vehicle is powered only by the traction motor 122.

That is, as shown in FIG. 5, in order to operate the vehicle, the user first switches the ignition switch 10 via the ignition key provided on the vehicle, so that the voltage can be supplied to a DC/DC turn. Converter 11. The output of the DC/DC converter 11 is connected to all lighting loads including the display panel. The battery 126 is a single battery that can be used to power all of the vehicle components, including the starter motor for engine cranking, the display panel, all of the lighting loads, the controller, and to power the traction motor. In a specific embodiment of the hybrid vehicle, the battery 126 can include a lithium ion battery and provide 48V of electrical power. The battery operates in a dual voltage system. The battery can supply 48V of electric power to the electric motor through the controller 125, and in turn can supply 12V to all other loads via the DC/DC converter 11. The battery can be charged by direct charging or by using the traction motor.

Once the user selects a particular mode of operation, the controller 125 switches the traction motor 122 or the internal combustion engine 120 in response to an input obtained from the mode selection switch. To activate the traction motor 122, the controller 125 receives power from the battery 126 and supplies power to the traction motor 122. To activate the engine 120, the controller 125 can crank a starter motor (not shown) by supplying a desired voltage to a starter relay (not shown). The starter motor supplies the required voltage to the starter motor. In a preferred embodiment, the controller can supply 12V to the starter relay and the starter relay can further supply 48V to the starter motor. At the same time, the controller can supply a firing (TCI) unit 12 for ignition of the spark plug. To automatically switch off the engine (when the vehicle speed hits zero), the controller can utilize an ignition cutoff relay (TCI relay) 17 to shut off the power supply. This stops the power supply to the ignition (TCI) unit 12 and thus stops the internal combustion engine 120.

If any error occurs in the controller or battery or motor due to any electrical or mechanical fault event, it will affect the operation of the vehicle and the user may be trapped on the road. The battery 126 may generate an error, or the wiring may fail and the current cannot be applied. Supply to the controller. Thus, an emergency mode in the form of a limp mode mechanism can be provided on the vehicle to assist the vehicle user in an emergency. The mechanism includes a manually operated foot-starting post 31 coupled to the engine 120; an AC generator 33 mechanically coupled to the foot-starting post 31; and an adjustment and rectification Unit (RR unit) (9), which takes input from the AC generator 33. The foot-starting post 31 is laterally disposed externally of the engine and is operatively coupled to a driveline that is further coupled to the arbor. The AC generator is available for foot-starting within the vehicle. The vehicle user can manually operate the foot activation post 31 to enable the vehicle to be activated when the battery encounters a complete or partial shutdown, or otherwise.

The limp mode mechanism can directly activate the vehicle in engine mode during any electrical or mechanical fault event. The emergence of this mechanism can convert the hybrid vehicle into a vehicle with an engine without a battery ignition system. To use the vehicle in emergency mode, the user first switches the ignition key enabled, that is, the ignition switch 10 must be "ON". That is, as shown in FIG. 4, when a manual force is applied, the foot start lever 31 operates the foot start drive gear 36, and the engagement is engaged with an idle gear 34. The idler gear 34 transmits a driving force to the foot-start drive gear 35, which provides power to the arbor 22. That is, as shown in FIG. 5, the rotation of the arbor allows the AC generator 33 to supply a desired voltage to the TCI unit 12 via the TCI cutoff relay 17. A pulse generator coil connected to the AC generator can generate an rpm signal that can be sensed by the TCI unit (signal flow). The TCI unit 12 supplies the ignition coil 14, which in turn provides power to the spark plug. As such, when the rpm signal is appropriate, the TCI unit can provide a spark and initiate an ignition operation. In this way, the engine 120 can be cranked without having to resort to batteries and controllers.

The AC generator 33 is a magnetic generator having a rotor and a stator and is mounted on a shank 22 adjacent the engine opposite to the end of the centrifugal clutch 32. This provides electrical power to the RR unit 9, which in turn can provide the desired regulated voltage (12V) to the ignition unit 12 and all loads along with the DC/DC converter output. The RR unit has a full bridge rectifier and capacitor arrangement to regulate the voltage output to an acceptable limit in the absence of a 12V battery because the main battery 126 has very high power. The output of the DC/DC converter 11 is connected to all lighting loads including the display panel. Thus, the limp mode mechanism enables the vehicle to be manually activated in the engine mode without battery power and without the need to take input from the controller. When the footrest is manually operated, the mechanism can crank the engine and ensure vehicle movement during an emergency.

During operation of a hybrid vehicle, the battery is likely to experience complete, partial or no downtime. During normal conditions, all battery-related activities on the vehicle are routed through the controller, and thus the limp mode mechanism is configured to be completely due to battery discharge or any electrical fault event. Or part of the downtime operation. That is, as shown in FIG. 5, when the battery and other in-vehicle systems operate well in the "no downtime" condition, the controller can operate normally according to the mode selected by the user, and the TCI unit 12 is switched off to initially stop. Use this engine. In the default hybrid save mode, the traction motor 122 will first power the vehicle when the TCI unit 12 is off, and the controller 125 may crank with the starter motor when the vehicle touches a threshold speed. Turn the engine. If the user manually selects the engine mode, the controller cranks the engine by means of the starter motor. In the case of no downtime, even if the user manually cranks the engine via the foot start lever 31, the controller 125 detects and stops power supply to the TCI unit. 12, thereby switching off the ignition operation of the engine. Therefore, the engine will stop when there is no need.

In the case of "complete shutdown", the controller 125 is unable to obtain power input and the battery 126 is completely dead, or the connection to the controller is interrupted. In the process, the engine 120 can be cranked by the vehicle user using the limp mode mechanism, as described above, only after the ignition key is switched "ON". This starts the vehicle in engine mode. Here, the AC generator 33, rather than the battery 126, will provide power to the TCI unit 12 without any controller or battery in the overall operation. Once the engine is started, the power system can continue to provide enough voltage to operate all of the vehicle loads. Since the secondary 12V battery is not used in the vehicle and the primary battery is dead, the RR unit 9 can provide an output voltage without any ripple. To this end, the RR unit contains a full bridge rectifier and capacitor arrangement that provides complete DC current.

During the "partial shutdown" situation, the vehicle ignition key is switched "ON" and the cluster of instruments is also "ON", indicating a serious fault indication. This situation will occur when the controller is "ON", but the controller stops the high current battery discharge operation due to some safety critical parameters on the battery. It should be noted that the battery is a lithium ion battery with an internal BMS (Battery Management System) that provides safety critical parameters to the controller. The controller should keep the TCI unit 12 switched off, but during some of the shutdown conditions, the controller logic changes, and the TCI cutoff relay 17 is enabled even at zero speed. The engine is cranked manually. The starter motor is also deactivated to stop self-cranking. In the prior art, the engine was only started when the controller crank turned the starter motor or when the user selected the engine mode or the hybrid power mode. Thus, the pedal starter lever 31 can crank the engine by the limp mode mechanism, and the controller will supply the TCI ticket. Yuan Yili ignited.

Because of this limp mode mechanism, the controller logic is configured to take into account the different situations as explained before, while providing greater flexibility to turn off electrical self-start and avoid deep discharge of the battery. This is because another option is available to start the vehicle by utilizing the foot-starting post. This resilience increases the safety parameters of the vehicle as the lithium ion battery must be continuously monitored.

The subject matter of the case and its equivalents provide a number of advantages, including those as described above. The present invention discloses a hybrid vehicle having a user selectable mode and a limp mode mechanism whereby the hybrid vehicle is activated during any electrical or mechanical fault event. The limp mode mechanism can improve the convenience of the user while converting the hybrid vehicle into a vehicle that is generally cranked by a crank.

So the subject matter of this case has been described. The description herein is not intended to be exhaustive or to limit the invention to the precise form disclosed. Those skilled in the art will recognize that the specific embodiments disclosed may be modified based on the foregoing description. The specific embodiments disclosed are chosen to be illustrative of the principles of the invention and the application thereof this invention. Therefore, the foregoing description should be considered as illustrative rather than limiting, and the scope of the invention should be as described in the appended claims.

9‧‧‧RR unit

10‧‧‧Ignition switch

11‧‧‧DC/DC converter

12‧‧‧TCI unit

14‧‧‧Ignition coil

17‧‧‧TCI cut-off relay

33‧‧‧AC generator

125‧‧‧ Controller

126‧‧‧Battery

Claims (5)

A hybrid vehicle having a plurality of user selectable modes of operation, and comprising: an internal combustion engine (120) that cranks by a starter motor, a traction motor (122), a battery (126), This is used to power the traction motor (122) and all electronic loads of the vehicle, a controller (125) that controls the flow of power within the vehicle, a limp mode mechanism, which is in any electrical or The vehicle is directly started in the engine mode during the mechanical failure event, and the limp mode mechanism further comprises: a manually operated foot-starting post (31), which is connected to the engine, and generates an alternating current a device (33), which is mechanically coupled to the foot-starting post (31), the AC generator having a stator and a rotor; and an RR unit (9) from which the AC generator is used ( 33) an input; wherein the operation of the foot-starting post (31) causes the AC generator (33) to supply a desired voltage to an ignition unit (12) that rotates the crank without the aid of a battery and control And wherein the RR unit (9) is adjusted for the ignition Element (12) of the desired voltage. The hybrid vehicle of claim 1, wherein the limp mode mechanism is active during a complete or partial shutdown of the battery. The hybrid vehicle of claim 2, wherein the controller (125) deactivates the starter motor and transmits the foot through the foot (31) during a partial shutdown of the battery (126) ) to enable the engine crank to rotate. The hybrid vehicle of claim 1, wherein the RR unit (9) comprises A full bridge rectifier and a capacitor. A hybrid vehicle according to claim 1, wherein the AC generator (33) is a magneto generator and is mounted at a portion near the end of the stem (22) of the engine.