WO2021110243A1 - A hybrid powertrain system for a vehicle - Google Patents

A hybrid powertrain system for a vehicle Download PDF

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Publication number
WO2021110243A1
WO2021110243A1 PCT/EP2019/083416 EP2019083416W WO2021110243A1 WO 2021110243 A1 WO2021110243 A1 WO 2021110243A1 EP 2019083416 W EP2019083416 W EP 2019083416W WO 2021110243 A1 WO2021110243 A1 WO 2021110243A1
Authority
WO
WIPO (PCT)
Prior art keywords
hybrid powertrain
powertrain system
vehicle
internal combustion
combustion engine
Prior art date
Application number
PCT/EP2019/083416
Other languages
French (fr)
Inventor
Larry Hiltunen
Viktor KARLSSON
Original Assignee
Volvo Truck Corporation
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 Volvo Truck Corporation filed Critical Volvo Truck Corporation
Priority to PCT/EP2019/083416 priority Critical patent/WO2021110243A1/en
Publication of WO2021110243A1 publication Critical patent/WO2021110243A1/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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/12—Trucks; Load vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • 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

Definitions

  • the invention relates to a hybrid powertrain system for a vehicle comprising an internal combustion engine and an electrical propulsion system.
  • the invention further relates to a hybrid vehicle comprising such a hybrid powertrain system.
  • the invention can be applied in heavy-duty vehicles, such as trucks, buses and construction equipment. Although the invention will be described with respect to a truck, the invention is not restricted to this particular vehicle, but may also be used in other hybrid vehicles such as buses, cars, construction equipment, working machines e.g. wheel loaders, articulated haulers, dump trucks, excavators and backhoe loaders etc.
  • hybrid vehicles there is a desire to provide an efficient powertrain and powertrain control in order to be able to use the propulsion units efficiently.
  • hybrid vehicles comprising an internal combustion engine (ICE) and one or more electric motors
  • ICE internal combustion engine
  • a further aim is to control the hybrid powertrain system for an optimal energy use in view of the operational circumstances of the vehicle.
  • the energy use may be improved in some situations by turning off the ICE during a period of time.
  • the configuration of the propulsion units of the hybrid powertrain system may be different for different types of vehicles as well as the degree of hybridization, such as mild hybrids, full hybrids and dual hybrids.
  • One type of hybrid powertrain system is a so called parallel hybrid, in which the ICE and the electric motor may be individually operated to provide power to the vehicle.
  • WO 2014/037018 describes one specific type of hybrid powertrain system, where an internal combustion engine and an electric motor are connected to the same gearbox or transmission.
  • An object of the invention is to provide a compact, yet reliable and efficient, hybrid powertrain system for a vehicle.
  • the object is achieved by a hybrid powertrain system according to claim 1.
  • a hybrid powertrain system for a vehicle.
  • the hybrid powertrain system comprises an internal combustion engine (ICE) having a propulsion shaft, an electrical propulsion system (EPS) having at least one electrical machine and an energy storage system connected to the at least one electrical machine, and a common gearbox assembly mechanically connectable to each one of the propulsion shaft of the internal combustion engine and the electrical machine.
  • the common gearbox assembly is further mechanically connectable to a torque transmitting assembly for providing propulsion to the vehicle.
  • the common gearbox assembly comprises a number of gear stages for the internal combustion engine and a number of gear stages for the electrical machine.
  • the hybrid powertrain system comprises a split gear arrangement arranged in-between the common gearbox assembly and the internal combustion engine. The split gear arrangement is arranged to provide an additional number of gear stages for the internal combustion engine.
  • the invention is based on the possibility of using a common gearbox for the ICE and the electric propulsion system and the insight that there is normally a difference in efficient rpm range between a conventional ICE and a conventional electrical machine. That is, a conventional electrical machine generally has a much larger efficient rpm range than a conventional ICE, which generally has a narrow efficient rpm range.
  • a split gear arrangement for providing an additional number of gear stages for the internal combustion engine, it becomes possible to use a common gearbox that may not necessarily have all gear stages needed to operate efficiently or operate at all in all ordinary vehicle speed ranges. Rather, the split gear arrangement is arranged between the ICE and the common gearbox assembly to provide a number of additional gear stages for the ICE.
  • the split gear arrangement is provided to at least partly reduce the gap in efficient rpm range between the ICE and the electrical machine because it provides for an “intermediate” gear step for each gear in the common gearbox assembly used for the electrical machine, thereby allowing the ICE to drive the vehicle in an efficient manner in a broader spectrum.
  • the arrangement of the common gearbox assembly in combination with the split gear arrangement allows for reducing the weight of the hybrid powertrain systems as compared to hybrid vehicles with two separate gearboxes for the ICE and the electrical propulsion system. Accordingly, the invention may also have a positive impact on the manufacturing costs of the hybrid powertrain system, as less expensive components may be used. That is, the split gear arrangement may only need to be dimensioned for the loads of the ICE, and not the full loads of the ICE and the electrical machine.
  • the common gearbox assembly may not even be provided with a reverse gear. Rather, a reverse mode may be provided by reversing the rotational direction of the electrical machine. In other words, the common gearbox assembly may be provided in less complicated manner compared to conventional gearboxes for hybrid powertrain systems.
  • the system according to the invention allows for using a smaller ICE, in terms of engine capacity, than a conventionally sized ICE for a heavy-weight vehicle.
  • the invention according to the example embodiments is thus particularly suitable for hybrid powertrain systems with a smaller ICE.
  • the invention allows for a high degree of flexibility in terms of installation and type of vehicle chassis, and may be installed in a number of different types of arrangement, including an independent rear suspension installation, a rigid axle installation and/or a chassis frame mounted installation, as further described herein.
  • a common gearbox assembly for the ICE and electrical propulsion system it becomes possible to further reduce the overall weight and size of the system, while increasing, or at least maintaining, the efficiency of the hybrid powertrain system.
  • the hybrid powertrain system is typically arranged in connection with the rear axle of the vehicle, i.e. in connection with a pair of rear wheels of the vehicle.
  • the hybrid powertrain system is arranged to provide propulsion to the rear axle of the vehicle.
  • the split gear arrangement may be provided in several different manners, it may typically, although not strictly needed, include a gear arrangement having at least two gear ratios.
  • the split gear arrangement may have a gear ratio 1 :1 and another suitable gear ratio to provide a total gear ratio in-between the gear stages of the common gearbox assembly.
  • the gearbox assembly is a common gearbox assembly for both the ICE and the electric propulsion system and may comprise a number of gears including a neutral gear.
  • the common gearbox assembly comprises a number of gear stages for the internal combustion engine and a number of gear stages for the electrical propulsion system.
  • the gear ratios of the number of gear stages for the internal combustion engine are different than the gear ratios of the number of gear stages for the electrical machine.
  • the common gearbox assembly comprises at least two gear stages for the electrical propulsion system, preferably three gear stages, more preferably four gear stages for the electrical propulsion system.
  • the common gearbox assembly comprises four stages for the internal combustion engine.
  • the common gearbox assembly may be any one of an automatic transmission, semi automatic transmission and automatic manual transmission (AMT).
  • AMT automatic transmission gearbox assembly
  • DCT Dual Clutch Transmission
  • the gear ratios of the number of gear stages for the internal combustion engine are different than the gear ratios of the number of gear stages for the electrical machine.
  • the common gearbox assembly comprises at least two gears having different gear ratios.
  • the gear ratios of the number of gear stages for the internal combustion engine corresponds to the gear ratios of the number of gear stages for the electrical machine.
  • ratio as used in connection with gear ratios, should be understood to relate to the number of revolutions of an input shaft of the gearbox assembly divided by the number of revolutions of the output shaft of the gearbox assembly.
  • step should be understood to mean the quotient achieved when the ratio of a gear is divided by the ratio of an adjacent gear of the gearbox assembly.
  • the common gearbox assembly comprises a first reduction drive for reducing the speed from the electrical machine and a second reduction drive for reducing the speed from the propulsion shaft of the ICE.
  • the split gear arrangement is arranged between the second reduction drive and the propulsion shaft.
  • the hybrid powertrain system is typically arranged in connection with a pair of rear ground engaging members.
  • the torque transmitting assembly is typically a rear torque transmitting assembly.
  • the hybrid powertrain system is mechanically connected to the rear ground engaging members by means of the rear torque transmitting assembly.
  • the rear torque transmitting assembly thus allows for a transfer of torque from the common gearbox assembly to the rear ground engaging members via the rear torque transmitting assembly.
  • the ground engaging member is a wheel, a track or the like.
  • the hybrid powertrain system may be arranged in connection with a pair of front ground engaging members.
  • the torque transmitting assembly may be a front torque transmitting assembly.
  • the hybrid powertrain system is mechanically connected to the front ground engaging members by means of the front torque transmitting assembly.
  • the hybrid powertrain system may be arranged in several different manners in the vehicle.
  • the hybrid powertrain system further comprises a suspension unit arranged in-between the torque transmitting assembly and at least one ground-engaging member.
  • the suspension unit is a rear suspension unit
  • the torque transmitting assembly is a rear torque transmitting assembly
  • the ground-engaging member is a rear ground- engaging member.
  • the rear torque suspension unit is arranged in-between the rear torque transmitting assembly and the at least one rear ground-engaging member.
  • the rear suspension unit is an independent rear suspension unit.
  • a hybrid powertrain system including the IRS provides for an even more compact hybrid driveline system arranged to the rear wheels of the vehicle.
  • the hybrid powertrain system further comprises a rear drive axle casing for accommodating the common gearbox assembly and the torque transmitting assembly.
  • the rear drive axle casing is fixedly arranged to a part of a vehicle supporting frame for providing a rigid rear axle configuration.
  • the rear drive axle casing is operatively connected to the rear torque transmitting assembly so as to permit that torque can be transmitted from the common gearbox assembly to the ground engaging members in a reliable manner.
  • the rear drive axle casing also includes the first reduction drive for reducing the speed from the electrical machine and a second reduction drive for reducing the speed from the propulsion shaft of the internal combustion engine.
  • a part of the electric propulsion system may be fixedly arranged to a vehicle supporting frame at a first longitudinal connection region
  • the hybrid powertrain system further comprises a rear drive axle assembly fixedly arranged to the vehicle supporting frame at a second longitudinal connection region.
  • the first longitudinal connection region is arranged longitudinal spaced apparat from the second longitudinal connection region.
  • the rear drive axle assembly comprises the rear torque transmitting assembly and the rear axle.
  • a portion of the hybrid powertrain system is arranged rearward in relation to the rear axle.
  • the rear axle is typically an integral part of the hybrid powertrain system.
  • any one of the electrical propulsion system and the common gearbox assembly may be arranged rearward in relation to the rear axle.
  • the electrical propulsion system comprises an additional electrical machine.
  • the electrical propulsions system comprises at least two electrical machines.
  • the ICE, the gearbox assembly and the electrical propulsion system may be arranged such that the ICE is connected with gears and clutches to one of the electrical machines so that the ICE can act as a generator via one of the electrical machines, while the other electrical machine is operated to provide propulsion torque to the vehicle in its normal operation.
  • the internal combustion engine may be a diesel internal combustion engine, such as four- stroke internal combustion engine.
  • the ICE may likewise be of another type and the fuel provided for the combustion may in some example embodiments be provided for a premixed combustion, where the fuel may be injected directly into the cylinder or into an air upstream of the cylinder, e.g. by port injection.
  • the ICE may also be an Otto-cycle engine.
  • the term “electrical propulsion system”, as used herein, typically refers to vehicle electrical components for providing energy (such as traction energy) and for storing energy (delivering and receiving energy).
  • the electrical propulsion system is in particular configured to deliver and receive energy for providing propulsion to the vehicle, but also for performing various vehicle operations of the vehicle.
  • the electrical energy storage system is typically a battery, a number of batteries, or a plurality of battery units connected to form a battery pack.
  • the battery pack can include different types of batteries.
  • any one of the batteries/battery units is any one of a lithium-ion battery or sodium-ion battery.
  • a sodium-ion battery typically includes any type of sodium iron battery or sodium ferrite battery.
  • the battery pack is generally a so-called high voltage battery pack. In this context, the term “high voltage” refers to a battery pack of about 400 - 1000 volt (V).
  • the electrical propulsion system typically comprises the electrical machine/electrical motor so as to provide power to the vehicle in an electrical operational mode or a combined electrical/ICE operational mode.
  • the electrical energy storage system connected to the electrical machine/electrical motor is arranged to provide power to the electrical machine/motor.
  • the electrical energy storage system comprises a plurality of battery units connected to form a battery unit assembly.
  • the example embodiments of the invention include an electrical machine so as to permit the vehicle to propel at all speed ranges.
  • the electrical machine is typically an electrical motor.
  • the electrical motor can be provided in several different manners.
  • the electrical motor is any one of a permanent magnet synchronous machine, a brushless DC machine, an asynchronous machine, an electrically magnetized synchronous machine, a synchronous reluctance machine or a switched reluctance machine.
  • the electrical motor is configured for driving at least a ground engaging member.
  • the electric motor is configured for driving a pair of ground engaging members.
  • the electrical motor can be coupled to the ground engaging members in several different manners. In one example embodiment, the electrical motor is coupled to a pair of ground engaging members by means of the gearbox assembly, a clutch and a differential, as is commonly known in the art of propulsion systems.
  • an electrical propulsion system may include additional components such as the electrical energy source, including a battery unit assembly, cable(s), sensor(s), control units, battery management unit(s) etc.
  • the hybrid powertrain system can be set into a number of different operational modes, including, but not limited to, an electrical propulsion mode, an internal combustion engine mode and a combined internal combustion engine and electrical propulsion system mode.
  • combined internal combustion engine and electrical propulsion system mode typically refers to an operational mode in which power to the wheels of the vehicle is provided by ICE and the electrical machine(s) via the common gearbox assembly.
  • a vehicle comprising a hybrid powertrain system according to any one of the example embodiments mentioned above. Effects and features of the second aspect of the invention are largely analogous to those described above in connection with the first aspect of the present invention.
  • the vehicle is generally a hybrid vehicle, such as a plug-in hybrid vehicle comprising an electrical motor, wherein the electrical energy source system (such as a battery pack) is arranged to provide power to the electrical motor for providing propulsion for the hybrid, or plug-in hybrid vehicle and an internal combustion engine for providing propulsion for the vehicle.
  • the vehicle can be of a variety of alternative types, e.g. it may be a truck, e.g. a tractor for a semitrailer, a bus, a car or a working machine such as a wheel loader.
  • the hybrid powertrain system is arranged to drive at least one rear ground engaging member.
  • the hybrid powertrain system generally comprises the rear suspension unit, the rear torque transmitting assembly and at least one rear ground-engaging member. Further, the rear torque suspension unit is typically arranged in-between the rear torque transmitting assembly and the at least one rear ground-engaging member.
  • the hybrid powertrain system is arranged to drive at least one front ground engaging member.
  • a portion of the hybrid powertrain system is arranged rearward in relation to the rear axle.
  • the rear axle may typically be a part of the hybrid powertrain system. However, in some type of vehicles, the rear axle may be a part of the vehicle.
  • Fig. 1 is a side view of a vehicle in the form of a truck according to example embodiments of the invention
  • Fig. 2 schematically illustrates parts of a hybrid powertrain system of the vehicle in Fig. 1, the hybrid powertrain system comprising an internal combustion engine and an electrical propulsion system according to example embodiments of the invention;
  • FIG. 3 schematically illustrates another arrangement of parts of a hybrid powertrain system according to an example embodiment of the invention
  • Fig. 4 schematically illustrates another arrangement of parts of a hybrid powertrain system according to an example embodiment of the invention
  • Fig. 5 schematically illustrates another arrangement of parts of a hybrid powertrain system according to an example embodiment of the invention.
  • Fig. 1 illustrates a vehicle in the form of a truck 5.
  • the truck 5 is here a plug-in hybrid electric vehicle comprising a hybrid electric vehicle (HEV) propulsion system, more specifically a parallel hybrid system.
  • the parallel hybrid system is here a hybrid powertrain system 100.
  • the hybrid powertrain system comprises an electrical energy storage system (ESS), such as a battery pack, as further described below.
  • ESS electrical energy storage system
  • the battery pack is typically arranged to be charged at a charging station via a charging interface (not shown) of the vehicle.
  • Fig. 2 schematically illustrates further details of the hybrid powertrain system 100 according to the example embodiment in Fig. 1.
  • the hybrid powertrain system 100 can be incorporated and installed in a vehicle as mentioned above in relation to Fig. 1 , or in any other type of hybrid vehicle.
  • the hybrid powertrain system 100 comprises an internal combustion engine (ICE) 29.
  • the ICE 29 is in this example a diesel piston engine.
  • the ICE 29 has a propulsion shaft 27 for transferring an engine torque to a common gearbox assembly 22.
  • the ICE 29 is mechanically connected to the common gearbox assembly 22 via the propulsion shaft 27.
  • the ICE 29 is disengagably connected to the common gearbox assembly 22 by means of a clutch 28.
  • the clutch 28 is arranged in-between the ICE 29 and the common gearbox assembly 22. As illustrated in Fig. 2, the clutch 28 is arranged in connection with the propulsion shaft 27, thus the propulsion shaft 27 typically comprises a first shaft portion 27a between the ICE 29 and the clutch 28 and a second shaft portion 27b between the clutch 28 and the common gearbox assembly 22. It should be readily appreciated that the clutch 28 may be arranged at other locations between the ICE 29 and the common gearbox assembly 22. Further, the clutch 28 may be an integral part of the common gearbox assembly 22. In addition, or alternatively, the clutch 28 may be arranged at the ICE 29 or may be an integral part of the ICE 29. The ICE 29 is thus mechanically connected to the common gearbox assembly 22 via the propulsion shaft 27. The torque provided by the ICE is transferred from the propulsion shaft 27 to an output intermediate shaft 61 via the common gearbox assembly 22.
  • the hybrid powertrain system 100 further comprises an electrical propulsion system 20 including an electrical machine 30 and the electrical energy storage system 34 connected to the electrical machine 30.
  • the electrical propulsion system 20 is also connected to the common gearbox assembly 22.
  • the gearbox assembly according to the present invention is arranged as a common gearbox assembly 22 for the ICE 29 and the electrical propulsion system 20.
  • the electrical propulsion system 20 is configured to provide traction power to the vehicle 5 either by itself or in combination with the ICE 29.
  • the torque provided by the electrical propulsion system 20 is transferred from electrical machine 30 to the output intermediate shaft 61 via the common gearbox assembly 22.
  • the common gearbox assembly 22 is mechanically connected via a torque transmitting assembly 40 to a pair of rear wheels 64 of the vehicle 5 for its propulsion.
  • the torque transmitting assembly 40 is a rear torque transmitting assembly. That is, the rear torque transmitting assembly is arranged in connection with the rear part of the vehicle, and in connection with the rear wheels of the vehicle.
  • the common gearbox assembly 22 is mechanically connected to the torque transmitting assembly 40 via the output intermediate shaft 61 of the common gearbox assembly 22.
  • the torque transmitting assembly 40 may comprise a cardan shaft, a wheel axle and a differential gear.
  • the rear torque transmitting assembly 40 here comprises a companion flange (not shown) for transmitting torque between the common gearbox assembly 22 and a rear drive axle 62.
  • the arrangement of the common gearbox assembly 22 to the differential gear i.e. the centre gear
  • the common gearbox assembly 22 is adapted to provide a power split function between the ICE 29, the electrical propulsion system 20 and the torque transmitting assembly 40.
  • the common gearbox assembly 22 comprises a number of gear stages for the electrical machine 30 and a number of gear stages for the ICE 29.
  • the gear ratios of the number of gear stages for the internal combustion engine29 are different than the gear ratios of the number of gear stages for the electrical machine 30.
  • the common gearbox assembly 22 comprises a plurality of gear stages to obtain a set of gears, defining e.g. a main gear A, a main gear B, a main gear C and a main gear D, each one of the main gears having a corresponding gear ratio.
  • the common gearbox assembly 22 here comprises a first reduction drive 23 for reducing the speed from the electrical motor 30 and a second reduction drive 24 for reducing the speed from the propulsion shaft 27, in particular the second shaft portion 27b, of the ICE 29.
  • the common gearbox assembly 22 here comprises a split gear arrangement 26 arranged between the second reduction drive 24 and the first shaft portion 27a.
  • the split gear arrangement 26 is generally arranged to provide two or more gear ratios for the ICE
  • the split gear arrangement 26 may be provided by a suitable planetary gear arrangement.
  • gear ratios of the number of gear stages for the internal combustion engine 29 are the same as the gear ratios of the number of gear stages for the electrical machine 30.
  • the split gear arrangement 26 provides for additional gear stages for the ICE 29. It is also conceivable that some of the gear ratios of the number of gear stages for the internal combustion engine 29 are the same as some of the gear ratios of the number of gear stages for the electrical machine
  • gear stages may be common gear stages for the ICE 29 and the electrical machine 30, i.e. the ICE 29 and the electrical machine 30 have some of the gear stages in common.
  • gear stages in the common gearbox assembly 22 are shared by the ICE 29 and the electrical machine 30.
  • the electrical propulsion system 20 also comprises the electric energy storage system 34 in the form of a battery pack 34.
  • the battery pack is electrically connected to the electrical machine 30 via an inverter (although not shown).
  • the battery pack 34 is connected to the electrical machine 30 to provide power to the electrical machine 30.
  • the electrical machine 30 can provide traction power to one or more ground engaging members, e.g. one or more wheels 64.
  • the hybrid powertrain system is here arranged to provide traction power to the rear wheels 64, it may likewise be arranged to provide traction power to the front wheels, or to both the rear wheels and the front wheels depending on type of vehicle.
  • the hybrid powertrain system 100 is arranged to operate in a number of different modes. More specifically, the hybrid powertrain system 100 is arranged to operate in a fully electric propulsion system mode, in which the ICE 29 is turned off, the clutch 28 is disengaged, and all power to the wheels 64 is provided by the electrical machine 30 via the common gearbox assembly 22, the electrical machine 30 being powered by the battery pack 34 via the inverter. In a combined internal combustion engine and electrical propulsion system mode, the clutch 28 is engaged and the ICE 29 and the electrical machine 30 are both providing power to the wheels 64 via the common gearbox assembly 22.
  • a braking torque is provided by the electrical machine 30 to the wheels 64, whereby the electrical machine works as a generator and charges the battery pack 34 via the inverter.
  • all power to the wheels 64 is provided solely by the ICE 29. In some embodiments, power may also be provided by the ICE 29 to the electrical machine 30, which then works as a generator to charge the battery pack 34 via the inverter.
  • example embodiments of the invention are applicable to hybrid electric vehicle propulsion systems where components are arranged differently from that of the hybrid system in Fig. 2.
  • the ICE 29, the electrical machine 30 and the common gearbox assembly 22 may be connected via a planet gear set.
  • the ICE 29 and the electrical machine 30 are here independently connected to the common gearbox assembly 22.
  • the ICE 29 is disengagably connected to the common gearbox assembly 22 by means of the clutch unit 28, as illustrated in Fig. 2.
  • the electrical machine 30 is disengagably connected to the common gearbox assembly 22 by means of a so-called claw coupling 31.
  • claw coupling 31 Other types of couplings are also conceivable.
  • the hybrid powertrain system 100 is arranged to provide propulsion to the rear axle 62 of the vehicle, the system 100 may further comprises a rear suspension unit 60 arranged in-between the rear torque transmitting assembly 40 and at least one of the rear wheels 64.
  • the rear suspension unit 60 is arranged in connection with the rear torque transmitting assembly 40.
  • a rear suspension unit 60 is schematically illustrated and further described in relation to the example embodiment in Fig. 3.
  • the vehicle 5 further comprises a control unit 8 arranged to send and receive control signals from each one of the ICE 29, the clutch 28, the common gearbox assembly 22, the electrical machine 30, and the battery pack 34.
  • the control unit 8 is arranged in communication with the ICE 29 and the electrical propulsion system 30, and operable to set the hybrid powertrain system 100 in an operational mode selected from the group consisting of: the internal combustion engine mode; the electrical propulsion system mode; and the combined internal combustion engine and electrical propulsion system mode.
  • control unit 8 may be provided as a single unit, or as a plurality of units arranged to communicate with each other.
  • an engine electric control unit (ECU), a common gearbox assembly ECU, a battery ECU and a HEV ECU may be arranged to control respective parts of the system and to communicate with each other.
  • ECU engine electric control unit
  • common gearbox assembly ECU common gearbox assembly ECU
  • battery ECU battery ECU
  • HEV ECU HEV ECU
  • Fig. 3 there is depicted another arrangement of a hybrid powertrain system according to the invention.
  • the hybrid powertrain system 100 here comprises an extended intermediate propulsion shaft portion 25, extending between the split gear arrangement 26 and the common gearbox assembly 22.
  • the extended intermediate propulsion shaft portion 25 may typically correspond to the shaft 61 in Fig. 2.
  • the intermediate propulsion shaft portion 25 here extends between the split gear arrangement 26 and the second reduction drive 24.
  • the hybrid powertrain system 100 as described in relation to Fig. 3 may generally comprise any one of the features, functions and examples as described in relation to Figs. 1 and 2.
  • Fig. 3 also illustrates further features of the rear suspension unit 60 arranged in-between the rear torque transmitting assembly 40 and the rear wheels 64.
  • the rear suspension unit 60 is an independent rear suspension (IRS) unit. While the IRS may be provided in several different manners, the IRS in this example embodiment includes opposite arranged drive axles 86, upper control arm(s) 88, lower control arm(s) 89, and a number of suspension elements 87, such as air bellows with dampers.
  • IRS independent rear suspension
  • the rear torque transmitting assembly 40 here comprises a differential gear (i.e. a centre gear) 41 , a crown wheel 43 and a bevel pinion 42.
  • the common gearbox assembly 22 is connected to the differential gear 41 by the bevel pinion 42 and the crown wheel 43.
  • the drive axles 86 of the IRS 60 are typically connected to the centre gear 41 and further to the common gearbox assembly 22 via the bevel pinion 42 and the crown wheel 43.
  • the hybrid powertrain system 100 can be incorporated and installed in a vehicle 5 as mentioned above in relation to Fig. 1 in combination with any one of the examples illustrated in any one of the Figs. 2 and 3.
  • the hybrid powertrain system 100 comprises a rear drive axle casing 63 for accommodating the common gearbox assembly 22 and the rear torque transmitting assembly 40.
  • the rear drive axle casing 63 also includes the first reduction drive 23 and the second reduction drive 24.
  • the rear drive axle casing 63 is fixedly arranged to a part of a vehicle supporting frame 74 for providing a rigid rear axle configuration.
  • the rear drive axle casing 63 is fixedly arranged to the vehicle supporting frame 74 by one or more connections 76.
  • the connection 76 may be an integral part of the rear drive axle casing
  • connections 76 should be adapted to provide for a secure arrangement of the hybrid powertrain system 100 to the vehicle supporting frame 74 without compromising the transfer of torque from the hybrid powertrain system 100 to the wheels
  • each one of the connections 76 is adapted to fixedly arrange the rear drive axle casing 63 to the vehicle supporting frame 74, while allowing the rear torque transmitting assembly 40 to transfer torque to the wheel 64.
  • the hybrid powertrain system 100 here comprises an electric propulsion system 20 with two electrical machines 30 connected to the common gearbox assembly 22 in a similar manner as described in relation to Fig. 2. It may also be noted that the electric propulsion system 20 is here illustrated without batteries.
  • Fig. 5 illustrates another arrangement of a hybrid powertrain system 100 according to the invention.
  • the electric propulsion system 20 is fixedly arranged to the vehicle supporting frame 74 at a first longitudinal connection region 78.
  • the first longitudinal connection region 78 may either be a part of the vehicle supporting frame 74 or a part of the hybrid powertrain system 100 depending on the type of vehicle and installation etc.
  • the first longitudinal connection region 78 is adapted to fixedly arrange the electric propulsion system 20 to the vehicle supporting frame 74.
  • the hybrid powertrain system 100 further comprises a rear drive axle assembly
  • the rear drive axle assembly 65 here comprises the rear torque transmitting assembly 40 and the rear axle 62.
  • the rear drive axle assembly 65 is fixedly arranged to the vehicle supporting frame 74 at a second longitudinal connection region 77.
  • the second longitudinal connection region 77 is adapted to secure a part of the rear drive axle assembly 65 to the vehicle supporting frame 74, while further being adapted to permit the rear axle 62 to transfer a rotational torque to the wheels 64.
  • the second longitudinal connection region 77 is longitudinally spaced apart from the first longitudinal connection region 74.
  • the second longitudinal connection region 77 should be adapted to provide for a secure arrangement of the hybrid powertrain system 100 to the vehicle supporting frame 74 without compromising the transfer of torque from the rear torque transmitting assembly 40 to the rear axle 62, and further to the wheels 64.
  • the hybrid powertrain system as described in relation to Figs. 4 and 5 may generally also comprise any one of the features, functions and examples as described in relation to Figs. 1 and 2.

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  • Chemical & Material Sciences (AREA)
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  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention relates to a hybrid powertrain system (100) for a vehicle, said hybrid powertrain system comprising: an internal combustion engine (ICE) (29) having a propulsion shaft (27); an electrical propulsion system (20) having an electrical machine (30) and an energy storage system (34) connected to the electrical machine; and a common gearbox assembly (22) mechanically connectable to each one of the propulsion shaft (27) of the internal combustion engine (29) and the electrical machine (30), and further mechanically connectable to a torque transmitting assembly (40) for providing propulsion to said vehicle; wherein the common gearbox assembly (22) comprises a number of gear stages for the internal combustion engine (29) and a number of gear stages for the electrical machine (30); and wherein the hybrid powertrain system comprises a split gear arrangement (26) arranged in-between the common gearbox assembly (22) and the internal combustion engine (29), the split gear arrangement (26) being arranged to provide an additional number of gear stages for the internal combustion engine (29).

Description

A hybrid powertrain system for a vehicle
TECHNICAL FIELD
The invention relates to a hybrid powertrain system for a vehicle comprising an internal combustion engine and an electrical propulsion system. The invention further relates to a hybrid vehicle comprising such a hybrid powertrain system.
The invention can be applied in heavy-duty vehicles, such as trucks, buses and construction equipment. Although the invention will be described with respect to a truck, the invention is not restricted to this particular vehicle, but may also be used in other hybrid vehicles such as buses, cars, construction equipment, working machines e.g. wheel loaders, articulated haulers, dump trucks, excavators and backhoe loaders etc.
BACKGROUND
In hybrid vehicles there is a desire to provide an efficient powertrain and powertrain control in order to be able to use the propulsion units efficiently. In particular, in connection with hybrid vehicles comprising an internal combustion engine (ICE) and one or more electric motors, it is generally desirable to reduce emissions by operating the vehicle using electric propulsion whenever possible. A further aim is to control the hybrid powertrain system for an optimal energy use in view of the operational circumstances of the vehicle. By way of example, the energy use may be improved in some situations by turning off the ICE during a period of time.
As electrical propulsion systems of hybrid vehicles generally have rechargeable batteries, such systems are also needed to be controlled in an effective manner in order to ensure that the batteries are not depleted or used in an unfavourable manner.
The configuration of the propulsion units of the hybrid powertrain system may be different for different types of vehicles as well as the degree of hybridization, such as mild hybrids, full hybrids and dual hybrids. One type of hybrid powertrain system is a so called parallel hybrid, in which the ICE and the electric motor may be individually operated to provide power to the vehicle. WO 2014/037018 describes one specific type of hybrid powertrain system, where an internal combustion engine and an electric motor are connected to the same gearbox or transmission.
Despite the activity in the field, there remains a need for an improved hybrid powertrain system for a hybrid vehicle.
SUMMARY
An object of the invention is to provide a compact, yet reliable and efficient, hybrid powertrain system for a vehicle. The object is achieved by a hybrid powertrain system according to claim 1.
According to a first aspect of the invention, there is provided a hybrid powertrain system for a vehicle. The hybrid powertrain system comprises an internal combustion engine (ICE) having a propulsion shaft, an electrical propulsion system (EPS) having at least one electrical machine and an energy storage system connected to the at least one electrical machine, and a common gearbox assembly mechanically connectable to each one of the propulsion shaft of the internal combustion engine and the electrical machine. The common gearbox assembly is further mechanically connectable to a torque transmitting assembly for providing propulsion to the vehicle. Moreover, the common gearbox assembly comprises a number of gear stages for the internal combustion engine and a number of gear stages for the electrical machine. Further, the hybrid powertrain system comprises a split gear arrangement arranged in-between the common gearbox assembly and the internal combustion engine. The split gear arrangement is arranged to provide an additional number of gear stages for the internal combustion engine.
The invention is based on the possibility of using a common gearbox for the ICE and the electric propulsion system and the insight that there is normally a difference in efficient rpm range between a conventional ICE and a conventional electrical machine. That is, a conventional electrical machine generally has a much larger efficient rpm range than a conventional ICE, which generally has a narrow efficient rpm range. By provision of a split gear arrangement for providing an additional number of gear stages for the internal combustion engine, it becomes possible to use a common gearbox that may not necessarily have all gear stages needed to operate efficiently or operate at all in all ordinary vehicle speed ranges. Rather, the split gear arrangement is arranged between the ICE and the common gearbox assembly to provide a number of additional gear stages for the ICE. To this end, the split gear arrangement is provided to at least partly reduce the gap in efficient rpm range between the ICE and the electrical machine because it provides for an “intermediate” gear step for each gear in the common gearbox assembly used for the electrical machine, thereby allowing the ICE to drive the vehicle in an efficient manner in a broader spectrum. As such, it becomes possible to use a less complicated gearbox with less gear stages than a conventional gearbox for a diesel-type engine vehicle, while maintaining appropriate drivability of the vehicle when the ICE is used by means of the split gear arrangement, which provides an appropriate additional number of gear stages for the ICE. Further, the arrangement of the common gearbox assembly in combination with the split gear arrangement allows for reducing the weight of the hybrid powertrain systems as compared to hybrid vehicles with two separate gearboxes for the ICE and the electrical propulsion system. Accordingly, the invention may also have a positive impact on the manufacturing costs of the hybrid powertrain system, as less expensive components may be used. That is, the split gear arrangement may only need to be dimensioned for the loads of the ICE, and not the full loads of the ICE and the electrical machine.
In some example embodiments, the common gearbox assembly may not even be provided with a reverse gear. Rather, a reverse mode may be provided by reversing the rotational direction of the electrical machine. In other words, the common gearbox assembly may be provided in less complicated manner compared to conventional gearboxes for hybrid powertrain systems.
Further, the system according to the invention allows for using a smaller ICE, in terms of engine capacity, than a conventionally sized ICE for a heavy-weight vehicle. The invention according to the example embodiments is thus particularly suitable for hybrid powertrain systems with a smaller ICE. Further, the invention allows for a high degree of flexibility in terms of installation and type of vehicle chassis, and may be installed in a number of different types of arrangement, including an independent rear suspension installation, a rigid axle installation and/or a chassis frame mounted installation, as further described herein. Further, by having a common gearbox assembly for the ICE and electrical propulsion system, it becomes possible to further reduce the overall weight and size of the system, while increasing, or at least maintaining, the efficiency of the hybrid powertrain system.
In this manner, there is provided a compact hybrid powertrain system for a rear axle of a vehicle. In other words, the hybrid powertrain system is typically arranged in connection with the rear axle of the vehicle, i.e. in connection with a pair of rear wheels of the vehicle. To this end, the hybrid powertrain system is arranged to provide propulsion to the rear axle of the vehicle.
While the split gear arrangement may be provided in several different manners, it may typically, although not strictly needed, include a gear arrangement having at least two gear ratios. By way of example, the split gear arrangement may have a gear ratio 1 :1 and another suitable gear ratio to provide a total gear ratio in-between the gear stages of the common gearbox assembly.
As mentioned above, the gearbox assembly is a common gearbox assembly for both the ICE and the electric propulsion system and may comprise a number of gears including a neutral gear. At least, the common gearbox assembly comprises a number of gear stages for the internal combustion engine and a number of gear stages for the electrical propulsion system. Typically, although strictly not required, the gear ratios of the number of gear stages for the internal combustion engine are different than the gear ratios of the number of gear stages for the electrical machine. By way of example, the common gearbox assembly comprises at least two gear stages for the electrical propulsion system, preferably three gear stages, more preferably four gear stages for the electrical propulsion system. In an example where the common gearbox assembly comprises four stages for the electrical propulsion system, the common gearbox assembly comprises four stages for the internal combustion engine.
The common gearbox assembly may be any one of an automatic transmission, semi automatic transmission and automatic manual transmission (AMT). One example of an automatic manual transmission gearbox assembly is a double clutch arrangement, a so called Dual Clutch Transmission (DCT). By controlling the hybrid powertrain system automatically, different control strategies may be used efficiently depending on the desired goal to achieve, e.g. fuel efficient or smooth driving of the vehicle. According to one example embodiment, the gear ratios of the number of gear stages for the internal combustion engine are different than the gear ratios of the number of gear stages for the electrical machine. By way of example, the common gearbox assembly comprises at least two gears having different gear ratios.
According to one example embodiment, the gear ratios of the number of gear stages for the internal combustion engine corresponds to the gear ratios of the number of gear stages for the electrical machine.
The expression “ratio”, as used in connection with gear ratios, should be understood to relate to the number of revolutions of an input shaft of the gearbox assembly divided by the number of revolutions of the output shaft of the gearbox assembly. Furthermore, the expression “step” should be understood to mean the quotient achieved when the ratio of a gear is divided by the ratio of an adjacent gear of the gearbox assembly.
According to one example embodiment, the common gearbox assembly comprises a first reduction drive for reducing the speed from the electrical machine and a second reduction drive for reducing the speed from the propulsion shaft of the ICE.
According to one example embodiment, the split gear arrangement is arranged between the second reduction drive and the propulsion shaft.
The hybrid powertrain system is typically arranged in connection with a pair of rear ground engaging members. Thus, the torque transmitting assembly is typically a rear torque transmitting assembly. As such, the hybrid powertrain system is mechanically connected to the rear ground engaging members by means of the rear torque transmitting assembly. The rear torque transmitting assembly thus allows for a transfer of torque from the common gearbox assembly to the rear ground engaging members via the rear torque transmitting assembly. By way of example, the ground engaging member is a wheel, a track or the like.
In addition, or alternatively, it is also conceivable that the hybrid powertrain system may be arranged in connection with a pair of front ground engaging members. Thus, the torque transmitting assembly may be a front torque transmitting assembly. As such, the hybrid powertrain system is mechanically connected to the front ground engaging members by means of the front torque transmitting assembly.
The hybrid powertrain system may be arranged in several different manners in the vehicle. According to one example embodiment, the hybrid powertrain system further comprises a suspension unit arranged in-between the torque transmitting assembly and at least one ground-engaging member. According to one example embodiment, the suspension unit is a rear suspension unit, the torque transmitting assembly is a rear torque transmitting assembly and the ground-engaging member is a rear ground- engaging member. In this example embodiment, the rear torque suspension unit is arranged in-between the rear torque transmitting assembly and the at least one rear ground-engaging member.
According to one example embodiment, the rear suspension unit is an independent rear suspension unit. A hybrid powertrain system including the IRS provides for an even more compact hybrid driveline system arranged to the rear wheels of the vehicle.
According to one example embodiment, the hybrid powertrain system further comprises a rear drive axle casing for accommodating the common gearbox assembly and the torque transmitting assembly. Moreover, the rear drive axle casing is fixedly arranged to a part of a vehicle supporting frame for providing a rigid rear axle configuration. Typically, the rear drive axle casing is operatively connected to the rear torque transmitting assembly so as to permit that torque can be transmitted from the common gearbox assembly to the ground engaging members in a reliable manner. Optionally, the rear drive axle casing also includes the first reduction drive for reducing the speed from the electrical machine and a second reduction drive for reducing the speed from the propulsion shaft of the internal combustion engine.
Alternatively, or in addition, a part of the electric propulsion system may be fixedly arranged to a vehicle supporting frame at a first longitudinal connection region, while the hybrid powertrain system further comprises a rear drive axle assembly fixedly arranged to the vehicle supporting frame at a second longitudinal connection region. The first longitudinal connection region is arranged longitudinal spaced apparat from the second longitudinal connection region. Typically, the rear drive axle assembly comprises the rear torque transmitting assembly and the rear axle. According to one example embodiment, a portion of the hybrid powertrain system is arranged rearward in relation to the rear axle. In this example embodiment, the rear axle is typically an integral part of the hybrid powertrain system. By way of example, any one of the electrical propulsion system and the common gearbox assembly may be arranged rearward in relation to the rear axle.
According to some example embodiments, the electrical propulsion system comprises an additional electrical machine. Hence, in some example embodiments, the electrical propulsions system comprises at least two electrical machines. To safeguard operation of the vehicle in situations where the energy storage system of the electrical propulsion system is depleted, the ICE, the gearbox assembly and the electrical propulsion system may be arranged such that the ICE is connected with gears and clutches to one of the electrical machines so that the ICE can act as a generator via one of the electrical machines, while the other electrical machine is operated to provide propulsion torque to the vehicle in its normal operation.
The internal combustion engine may be a diesel internal combustion engine, such as four- stroke internal combustion engine. However, the ICE may likewise be of another type and the fuel provided for the combustion may in some example embodiments be provided for a premixed combustion, where the fuel may be injected directly into the cylinder or into an air upstream of the cylinder, e.g. by port injection. Further, it is to be noted that the ICE may also be an Otto-cycle engine. Generally, the term “electrical propulsion system”, as used herein, typically refers to vehicle electrical components for providing energy (such as traction energy) and for storing energy (delivering and receiving energy). The electrical propulsion system is in particular configured to deliver and receive energy for providing propulsion to the vehicle, but also for performing various vehicle operations of the vehicle. One component of the electrical propulsion system is the electrical energy storage system. The electrical energy storage system is typically a battery, a number of batteries, or a plurality of battery units connected to form a battery pack. It is to be noted that the battery pack can include different types of batteries. By way of example, any one of the batteries/battery units is any one of a lithium-ion battery or sodium-ion battery. A sodium-ion battery typically includes any type of sodium iron battery or sodium ferrite battery. Also, it is to be noted that the battery pack is generally a so-called high voltage battery pack. In this context, the term “high voltage” refers to a battery pack of about 400 - 1000 volt (V).
Another component of the electrical propulsion system is the electrical machine. The electrical propulsion system typically comprises the electrical machine/electrical motor so as to provide power to the vehicle in an electrical operational mode or a combined electrical/ICE operational mode. The electrical energy storage system connected to the electrical machine/electrical motor is arranged to provide power to the electrical machine/motor. Typically, the electrical energy storage system comprises a plurality of battery units connected to form a battery unit assembly. As such, the example embodiments of the invention include an electrical machine so as to permit the vehicle to propel at all speed ranges. The electrical machine is typically an electrical motor. The electrical motor can be provided in several different manners. According to one example embodiment, the electrical motor is any one of a permanent magnet synchronous machine, a brushless DC machine, an asynchronous machine, an electrically magnetized synchronous machine, a synchronous reluctance machine or a switched reluctance machine. Typically, the electrical motor is configured for driving at least a ground engaging member. Typically, the electric motor is configured for driving a pair of ground engaging members. The electrical motor can be coupled to the ground engaging members in several different manners. In one example embodiment, the electrical motor is coupled to a pair of ground engaging members by means of the gearbox assembly, a clutch and a differential, as is commonly known in the art of propulsion systems.
Besides the electrical components as mentioned above, an electrical propulsion system may include additional components such as the electrical energy source, including a battery unit assembly, cable(s), sensor(s), control units, battery management unit(s) etc.
The hybrid powertrain system can be set into a number of different operational modes, including, but not limited to, an electrical propulsion mode, an internal combustion engine mode and a combined internal combustion engine and electrical propulsion system mode. The term “internal combustion engine mode”, as used herein, typically refers to an operational mode in which all power to the wheels of the vehicle is provided by the internal combustion engine via the common gearbox assembly. The term “electrical propulsion system mode”, as used herein, typically refers to an operational mode in which all power to the wheels of the vehicle is provided by the electrical machine(s) of the electrical propulsion system via the common gearbox assembly. The term “combined internal combustion engine and electrical propulsion system mode”, as used herein, typically refers to an operational mode in which power to the wheels of the vehicle is provided by ICE and the electrical machine(s) via the common gearbox assembly.
According to a second aspect of the present invention, there is provided a vehicle comprising a hybrid powertrain system according to any one of the example embodiments mentioned above. Effects and features of the second aspect of the invention are largely analogous to those described above in connection with the first aspect of the present invention.
The vehicle is generally a hybrid vehicle, such as a plug-in hybrid vehicle comprising an electrical motor, wherein the electrical energy source system (such as a battery pack) is arranged to provide power to the electrical motor for providing propulsion for the hybrid, or plug-in hybrid vehicle and an internal combustion engine for providing propulsion for the vehicle. It should be noted that the vehicle can be of a variety of alternative types, e.g. it may be a truck, e.g. a tractor for a semitrailer, a bus, a car or a working machine such as a wheel loader.
According to one example embodiment, the hybrid powertrain system is arranged to drive at least one rear ground engaging member. In this example embodiment, the hybrid powertrain system generally comprises the rear suspension unit, the rear torque transmitting assembly and at least one rear ground-engaging member. Further, the rear torque suspension unit is typically arranged in-between the rear torque transmitting assembly and the at least one rear ground-engaging member.
According to one example embodiment, the hybrid powertrain system is arranged to drive at least one front ground engaging member.
According to one example embodiment, a portion of the hybrid powertrain system is arranged rearward in relation to the rear axle. The rear axle may typically be a part of the hybrid powertrain system. However, in some type of vehicles, the rear axle may be a part of the vehicle. Further features of, and advantages with, the present invention will become apparent when studying the appended claims and the following description. The skilled person realizes that different features of the present invention may be combined to create embodiments other than those described in the following, without departing from the scope of the present invention.
BRIEF DESCRIPTION OF THE DRAWINGS
The above, as well as additional objects, features and advantages of the present invention, will be better understood through the following illustrative and non-limiting detailed description of exemplary embodiments of the present invention, wherein:
Fig. 1 is a side view of a vehicle in the form of a truck according to example embodiments of the invention;
Fig. 2 schematically illustrates parts of a hybrid powertrain system of the vehicle in Fig. 1, the hybrid powertrain system comprising an internal combustion engine and an electrical propulsion system according to example embodiments of the invention;
Fig. 3 schematically illustrates another arrangement of parts of a hybrid powertrain system according to an example embodiment of the invention;
Fig. 4 schematically illustrates another arrangement of parts of a hybrid powertrain system according to an example embodiment of the invention;
Fig. 5 schematically illustrates another arrangement of parts of a hybrid powertrain system according to an example embodiment of the invention.
With reference to the appended drawings, below follows a more detailed description of the embodiments of the invention cited as examples.
DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS OF THE INVENTION The present invention will now be described more fully hereinafter with reference to the accompanying drawings, in which exemplary embodiments of the invention are shown. The invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided for thoroughness and completeness. The skilled person will recognize that many changes and modifications may be made within the scope of the appended claims.
Like reference character refer to like elements throughout the description.
Fig. 1 illustrates a vehicle in the form of a truck 5. The truck 5 is here a plug-in hybrid electric vehicle comprising a hybrid electric vehicle (HEV) propulsion system, more specifically a parallel hybrid system. The parallel hybrid system is here a hybrid powertrain system 100. The hybrid powertrain system comprises an electrical energy storage system (ESS), such as a battery pack, as further described below. The battery pack is typically arranged to be charged at a charging station via a charging interface (not shown) of the vehicle.
Fig. 2 schematically illustrates further details of the hybrid powertrain system 100 according to the example embodiment in Fig. 1. The hybrid powertrain system 100 can be incorporated and installed in a vehicle as mentioned above in relation to Fig. 1 , or in any other type of hybrid vehicle. The hybrid powertrain system 100 comprises an internal combustion engine (ICE) 29. The ICE 29 is in this example a diesel piston engine. The ICE 29 has a propulsion shaft 27 for transferring an engine torque to a common gearbox assembly 22. In other words, the ICE 29 is mechanically connected to the common gearbox assembly 22 via the propulsion shaft 27. Further, in this example, the ICE 29 is disengagably connected to the common gearbox assembly 22 by means of a clutch 28. The clutch 28 is arranged in-between the ICE 29 and the common gearbox assembly 22. As illustrated in Fig. 2, the clutch 28 is arranged in connection with the propulsion shaft 27, thus the propulsion shaft 27 typically comprises a first shaft portion 27a between the ICE 29 and the clutch 28 and a second shaft portion 27b between the clutch 28 and the common gearbox assembly 22. It should be readily appreciated that the clutch 28 may be arranged at other locations between the ICE 29 and the common gearbox assembly 22. Further, the clutch 28 may be an integral part of the common gearbox assembly 22. In addition, or alternatively, the clutch 28 may be arranged at the ICE 29 or may be an integral part of the ICE 29. The ICE 29 is thus mechanically connected to the common gearbox assembly 22 via the propulsion shaft 27. The torque provided by the ICE is transferred from the propulsion shaft 27 to an output intermediate shaft 61 via the common gearbox assembly 22.
As illustrated in Fig. 2, the hybrid powertrain system 100 further comprises an electrical propulsion system 20 including an electrical machine 30 and the electrical energy storage system 34 connected to the electrical machine 30. The electrical propulsion system 20 is also connected to the common gearbox assembly 22. Accordingly, the gearbox assembly according to the present invention is arranged as a common gearbox assembly 22 for the ICE 29 and the electrical propulsion system 20. The electrical propulsion system 20 is configured to provide traction power to the vehicle 5 either by itself or in combination with the ICE 29. The torque provided by the electrical propulsion system 20 is transferred from electrical machine 30 to the output intermediate shaft 61 via the common gearbox assembly 22.
The common gearbox assembly 22 is mechanically connected via a torque transmitting assembly 40 to a pair of rear wheels 64 of the vehicle 5 for its propulsion. As illustrated in Fig. 2, the torque transmitting assembly 40 is a rear torque transmitting assembly. That is, the rear torque transmitting assembly is arranged in connection with the rear part of the vehicle, and in connection with the rear wheels of the vehicle. By way of example, the common gearbox assembly 22 is mechanically connected to the torque transmitting assembly 40 via the output intermediate shaft 61 of the common gearbox assembly 22. The torque transmitting assembly 40 may comprise a cardan shaft, a wheel axle and a differential gear. Further, the rear torque transmitting assembly 40 here comprises a companion flange (not shown) for transmitting torque between the common gearbox assembly 22 and a rear drive axle 62. Likewise, the arrangement of the common gearbox assembly 22 to the differential gear (i.e. the centre gear) may be accomplished with a bevel pinion and a crown wheel, or with a helical pinion and a crown wheel.
The common gearbox assembly 22 is adapted to provide a power split function between the ICE 29, the electrical propulsion system 20 and the torque transmitting assembly 40.
Furthermore, the common gearbox assembly 22 comprises a number of gear stages for the electrical machine 30 and a number of gear stages for the ICE 29. Typically, although strictly not required, the gear ratios of the number of gear stages for the internal combustion engine29 are different than the gear ratios of the number of gear stages for the electrical machine 30. By way of example, the common gearbox assembly 22 comprises a plurality of gear stages to obtain a set of gears, defining e.g. a main gear A, a main gear B, a main gear C and a main gear D, each one of the main gears having a corresponding gear ratio.
As illustrated in Fig. 2, the common gearbox assembly 22 here comprises a first reduction drive 23 for reducing the speed from the electrical motor 30 and a second reduction drive 24 for reducing the speed from the propulsion shaft 27, in particular the second shaft portion 27b, of the ICE 29.
Also, the common gearbox assembly 22 here comprises a split gear arrangement 26 arranged between the second reduction drive 24 and the first shaft portion 27a. The split gear arrangement 26 is generally arranged to provide two or more gear ratios for the ICE
29. In this manner, it becomes possible to operate the ICE 29 in a more efficient manner when needed, thus allowing the system to be operated with a less complicated and less expensive gearbox assembly, as compared to conventional gearbox assemblies for hybrid vehicles. The split gear arrangement 26 may be provided by a suitable planetary gear arrangement.
It may also be possible that the gear ratios of the number of gear stages for the internal combustion engine 29 are the same as the gear ratios of the number of gear stages for the electrical machine 30. In this type of arrangement, the split gear arrangement 26 provides for additional gear stages for the ICE 29. It is also conceivable that some of the gear ratios of the number of gear stages for the internal combustion engine 29 are the same as some of the gear ratios of the number of gear stages for the electrical machine
30. Hence, it should be readily appreciated that some of the gear stages may be common gear stages for the ICE 29 and the electrical machine 30, i.e. the ICE 29 and the electrical machine 30 have some of the gear stages in common. To this end, some of the gear stages in the common gearbox assembly 22 are shared by the ICE 29 and the electrical machine 30.
As mentioned above, the electrical propulsion system 20 also comprises the electric energy storage system 34 in the form of a battery pack 34. The battery pack is electrically connected to the electrical machine 30 via an inverter (although not shown). The battery pack 34 is connected to the electrical machine 30 to provide power to the electrical machine 30. Thereby, the electrical machine 30 can provide traction power to one or more ground engaging members, e.g. one or more wheels 64. While the hybrid powertrain system is here arranged to provide traction power to the rear wheels 64, it may likewise be arranged to provide traction power to the front wheels, or to both the rear wheels and the front wheels depending on type of vehicle.
The hybrid powertrain system 100 is arranged to operate in a number of different modes. More specifically, the hybrid powertrain system 100 is arranged to operate in a fully electric propulsion system mode, in which the ICE 29 is turned off, the clutch 28 is disengaged, and all power to the wheels 64 is provided by the electrical machine 30 via the common gearbox assembly 22, the electrical machine 30 being powered by the battery pack 34 via the inverter. In a combined internal combustion engine and electrical propulsion system mode, the clutch 28 is engaged and the ICE 29 and the electrical machine 30 are both providing power to the wheels 64 via the common gearbox assembly 22. In a regenerative braking mode, a braking torque is provided by the electrical machine 30 to the wheels 64, whereby the electrical machine works as a generator and charges the battery pack 34 via the inverter. In an internal combustion engine mode, all power to the wheels 64 is provided solely by the ICE 29. In some embodiments, power may also be provided by the ICE 29 to the electrical machine 30, which then works as a generator to charge the battery pack 34 via the inverter.
It is understood that the example embodiments of the invention are applicable to hybrid electric vehicle propulsion systems where components are arranged differently from that of the hybrid system in Fig. 2. For example, in an alternative hybrid system the ICE 29, the electrical machine 30 and the common gearbox assembly 22 may be connected via a planet gear set.
The ICE 29 and the electrical machine 30 are here independently connected to the common gearbox assembly 22. By way of example, the ICE 29 is disengagably connected to the common gearbox assembly 22 by means of the clutch unit 28, as illustrated in Fig. 2. Further, the electrical machine 30 is disengagably connected to the common gearbox assembly 22 by means of a so-called claw coupling 31. Other types of couplings are also conceivable. As the hybrid powertrain system 100 is arranged to provide propulsion to the rear axle 62 of the vehicle, the system 100 may further comprises a rear suspension unit 60 arranged in-between the rear torque transmitting assembly 40 and at least one of the rear wheels 64. By way of example, the rear suspension unit 60 is arranged in connection with the rear torque transmitting assembly 40. One example of a rear suspension unit 60 is schematically illustrated and further described in relation to the example embodiment in Fig. 3.
Typically, the vehicle 5 further comprises a control unit 8 arranged to send and receive control signals from each one of the ICE 29, the clutch 28, the common gearbox assembly 22, the electrical machine 30, and the battery pack 34. In particular, the control unit 8 is arranged in communication with the ICE 29 and the electrical propulsion system 30, and operable to set the hybrid powertrain system 100 in an operational mode selected from the group consisting of: the internal combustion engine mode; the electrical propulsion system mode; and the combined internal combustion engine and electrical propulsion system mode.
It is understood that the control unit 8 may be provided as a single unit, or as a plurality of units arranged to communicate with each other. For example, an engine electric control unit (ECU), a common gearbox assembly ECU, a battery ECU and a HEV ECU may be arranged to control respective parts of the system and to communicate with each other. While the example embodiment described above includes a control unit being an integral part of the system 100, it is also possible that the control unit may be a separate part of the system 100 or the like.
Turning now to Fig. 3, there is depicted another arrangement of a hybrid powertrain system according to the invention. In this arrangement, some components of the hybrid powertrain system 100 are arranged in front of the rear axle 62, while some components of the hybrid powertrain system 100 are arranged rear of the rear axle 62, as seen in a longitudinal direction X of the hybrid powertrain system, corresponding to the longitudinal direction of the vehicle. For this reason, the hybrid powertrain system 100 here comprises an extended intermediate propulsion shaft portion 25, extending between the split gear arrangement 26 and the common gearbox assembly 22. In this manner, it becomes possible to arrange some of the components on the rear side of the rear axle 62. The extended intermediate propulsion shaft portion 25 may typically correspond to the shaft 61 in Fig. 2. Typically, as illustrated in Fig. 3, the intermediate propulsion shaft portion 25 here extends between the split gear arrangement 26 and the second reduction drive 24.
In other words, as illustrated in Fig.3, it becomes possible to arrange the electric propulsion system 20 and the common gearbox assembly 22 on the rear side of the rear axle 62. In other words, also the common gearbox assembly 22 and the ICE 29 are arranged on opposite longitudinal sides of the rear suspension unit 60, the rear axle 62 and the rear wheels 64. Apart from these differences in the arrangement of the components of the hybrid powertrain system 100, the hybrid powertrain system 100 as described in relation to Fig. 3 may generally comprise any one of the features, functions and examples as described in relation to Figs. 1 and 2.
As mentioned above, Fig. 3 also illustrates further features of the rear suspension unit 60 arranged in-between the rear torque transmitting assembly 40 and the rear wheels 64. In this example, the rear suspension unit 60 is an independent rear suspension (IRS) unit. While the IRS may be provided in several different manners, the IRS in this example embodiment includes opposite arranged drive axles 86, upper control arm(s) 88, lower control arm(s) 89, and a number of suspension elements 87, such as air bellows with dampers.
Further, the rear torque transmitting assembly 40 here comprises a differential gear (i.e. a centre gear) 41 , a crown wheel 43 and a bevel pinion 42. In this manner, the common gearbox assembly 22 is connected to the differential gear 41 by the bevel pinion 42 and the crown wheel 43. The drive axles 86 of the IRS 60 are typically connected to the centre gear 41 and further to the common gearbox assembly 22 via the bevel pinion 42 and the crown wheel 43.
The hybrid powertrain system 100 can be incorporated and installed in a vehicle 5 as mentioned above in relation to Fig. 1 in combination with any one of the examples illustrated in any one of the Figs. 2 and 3.
Turning now to Fig. 4, there is depicted yet another arrangement of a hybrid powertrain system 100 according to the invention. In this example, the hybrid powertrain system 100 comprises a rear drive axle casing 63 for accommodating the common gearbox assembly 22 and the rear torque transmitting assembly 40. Typically, the rear drive axle casing 63 also includes the first reduction drive 23 and the second reduction drive 24. Moreover, the rear drive axle casing 63 is fixedly arranged to a part of a vehicle supporting frame 74 for providing a rigid rear axle configuration. In particular, the rear drive axle casing 63 is fixedly arranged to the vehicle supporting frame 74 by one or more connections 76. The connection 76 may be an integral part of the rear drive axle casing
63. Also, the connections 76 should be adapted to provide for a secure arrangement of the hybrid powertrain system 100 to the vehicle supporting frame 74 without compromising the transfer of torque from the hybrid powertrain system 100 to the wheels
64. Hence, each one of the connections 76 is adapted to fixedly arrange the rear drive axle casing 63 to the vehicle supporting frame 74, while allowing the rear torque transmitting assembly 40 to transfer torque to the wheel 64. Furthermore, the hybrid powertrain system 100 here comprises an electric propulsion system 20 with two electrical machines 30 connected to the common gearbox assembly 22 in a similar manner as described in relation to Fig. 2. It may also be noted that the electric propulsion system 20 is here illustrated without batteries.
Fig. 5 illustrates another arrangement of a hybrid powertrain system 100 according to the invention. In this example, the electric propulsion system 20 is fixedly arranged to the vehicle supporting frame 74 at a first longitudinal connection region 78. Generally, there is one first longitudinal connection region 78 for each electrical machine, as illustrated in Fig. 5. The first longitudinal connection region 78 may either be a part of the vehicle supporting frame 74 or a part of the hybrid powertrain system 100 depending on the type of vehicle and installation etc. The first longitudinal connection region 78 is adapted to fixedly arrange the electric propulsion system 20 to the vehicle supporting frame 74. Moreover, the hybrid powertrain system 100 further comprises a rear drive axle assembly
65. The rear drive axle assembly 65 here comprises the rear torque transmitting assembly 40 and the rear axle 62. In addition, the rear drive axle assembly 65 is fixedly arranged to the vehicle supporting frame 74 at a second longitudinal connection region 77. By way of example, the second longitudinal connection region 77 is adapted to secure a part of the rear drive axle assembly 65 to the vehicle supporting frame 74, while further being adapted to permit the rear axle 62 to transfer a rotational torque to the wheels 64. As illustrated in Fig. 5, the second longitudinal connection region 77 is longitudinally spaced apart from the first longitudinal connection region 74. Accordingly, the second longitudinal connection region 77 should be adapted to provide for a secure arrangement of the hybrid powertrain system 100 to the vehicle supporting frame 74 without compromising the transfer of torque from the rear torque transmitting assembly 40 to the rear axle 62, and further to the wheels 64.
The hybrid powertrain system as described in relation to Figs. 4 and 5 may generally also comprise any one of the features, functions and examples as described in relation to Figs. 1 and 2.
It is to be understood that the present invention is not limited to the embodiments described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the appended claims. For example, although the present invention has mainly been described in relation to a truck, the invention should be understood to be equally applicable for any type of hybrid electric vehicle, in particular a bus, a car, or the like.

Claims

1. A hybrid powertrain system (100) for a vehicle (5), said system comprising:
- an internal combustion engine (29) having a propulsion shaft (27);
- an electrical propulsion system (20) having at least one electrical machine (30) and an energy storage system (34) connected to the at least one electrical machine;
- a common gearbox assembly (22) mechanically connectable to each one of the propulsion shaft (27) of the internal combustion engine(29) and the electrical machine (30), and further mechanically connectable to a torque transmitting assembly (40) for providing propulsion to said vehicle (5); - wherein the common gearbox assembly (22) comprises a number of gear stages for the internal combustion engine (29) and a number of gear stages for the electrical machine (30); and
- wherein the hybrid powertrain system (100) further comprises a split gear arrangement (26) arranged in-between the common gearbox assembly (22) and the internal combustion engine (29), the split gear arrangement (26) being arranged to provide an additional number of gear stages for the internal combustion engine (29).
2. Hybrid powertrain system according to claim 1 , wherein the gear ratios of the number of gear stages for the internal combustion engine are different than the gear ratios of the number of gear stages for the electrical machine.
3. Hybrid powertrain system according to claim 1 or claim 2, wherein the common gearbox assembly comprises a first reduction drive for reducing the speed from the electrical machine and a second reduction drive for reducing the speed from the propulsion shaft of the internal combustion engine.
4. Hybrid powertrain system according to claim 3, wherein the split gear arrangement is arranged between the second reduction drive and the propulsion shaft.
5. Hybrid powertrain system according to any one of the preceding claims, further comprising a suspension unit arranged in-between the torque transmitting assembly and at least one ground-engaging member.
6. Hybrid powertrain system according to claim 5, wherein the suspension unit is a rear suspension unit (60), the torque transmitting assembly is a rear torque transmitting assembly and the ground-engaging member is a rear ground-engaging member (64), wherein the rear torque suspension unit is arranged in-between the rear torque transmitting assembly and at least one rear ground-engaging member.
7. Hybrid powertrain system according to claim 6, wherein the rear suspension unit (60) is an independent rear suspension unit (60).
8. Hybrid powertrain system according to any one of the preceding claims 1 to 4, further comprising a rear drive axle casing (63) for accommodating the common gearbox assembly and the torque transmitting assembly (40), and wherein the rear drive axle casing is fixedly arranged to a part of a vehicle supporting frame (74) for providing a rigid rear axle configuration.
9. Hybrid powertrain system according to any one of the preceding claims 1 to 6, wherein a part of the electric propulsion system (20) is fixedly arranged to a vehicle supporting frame (74) at a first longitudinal connection region (78), and the hybrid powertrain system further comprising a rear drive axle assembly (65) fixedly arranged to the vehicle supporting frame (74) at a second longitudinal connection region (77).
10. Hybrid powertrain system according to any one of the preceding claims, wherein a portion of the hybrid powertrain system is arranged rearward in relation to a rear axle (62).
11. A vehicle (5), comprising a hybrid powertrain system (100) according to any one of the preceding claims.
12. Vehicle according to claim 11 , wherein the hybrid powertrain system is arranged to drive at least one rear ground engaging member.
13. Vehicle according to any one of claims 11 to 12, wherein the hybrid powertrain system is arranged to drive at least one front ground engaging member.
PCT/EP2019/083416 2019-12-03 2019-12-03 A hybrid powertrain system for a vehicle WO2021110243A1 (en)

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WO2012093015A1 (en) * 2011-01-05 2012-07-12 Zf Friedrichshafen Ag Automated shift transmission with hybrid drive
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