Electric vehicle and on-board battery charging device for the electric vehicle

Abstract

The invention relates to an electric vehicle and an on-board battery charging device for the electric vehicle. An electric vehicle and a range extender engine are shown, which comprise a control device for operating the electric vehicle and the range extender.

Description

[0001] This application is a divisional application of Chinese patent application No. 201910739585.1, filed on September 16, 2010, entitled "Electric Vehicle and On-board Battery Charging Device for the Electric Vehicle". Chinese patent application No. 201910739585.1 is a divisional application of Chinese patent application No. 201610806091.7, filed on September 16, 2010, entitled "Electric Vehicle and On-board Battery Charging Device for the Electric Vehicle". Chinese patent application No. 201610806091.7 is itself a divisional application of Chinese patent application No. 201080046628.5 (corresponding to international application No. PCT / US2010 / 049167), filed on September 16, 2010, entitled "Electric Vehicle and On-board Battery Charging Device for the Electric Vehicle". Technical Field

[0002] The subject matter of this invention relates to an electric vehicle and a charging system for the electric vehicle, and more specifically to an onboard engine generator for charging a battery pack. The vehicle has an extended operating range due to the coupled combustion engine, thus the invention relates to series electric vehicles according to EC Directives. Background Technology

[0003] An electric vehicle is known to have a battery pack that drives an electric motor, which in turn drives the vehicle's wheels. Two types of vehicles using electric motors are also known. The first type is a hybrid electric vehicle, in which the vehicle includes an electric motor and an onboard fuel-driven engine, wherein the engine is used to drive the wheels in certain vehicle conditions.

[0004] Another type of electric vehicle also has an onboard fuel-powered engine, but this engine is only used to drive a generator, which in turn charges the battery. This latter device is called a range extender because the onboard engine / generator extends the range the vehicle can travel on the battery pack before it is recharged.

[0005] In this type of hybrid vehicle—also known as an electric vehicle with a range extender—the combustion engine is coupled to an electric motor that acts as a generator. The combustion engine transmits its power to the generator, which converts rotational motion into electrical energy and supplies that energy to the battery to extend the range (the distance the vehicle can travel without external charging). Alternatively, this electrical energy can be coupled to the vehicle's electric traction motor. In this way, the combustion engine can operate with very high efficiency in all aspects of operation, which has a positive impact on CO2 emissions and overall fuel consumption. Several aspects of the design and operation of the range extender in the vehicle are highlighted in this application.

[0006] The primary factor in this assembly is the connection between the combustion engine and the generator, as the engine's high combustion capacity causes significant rotational imbalance and deformation on the crankshaft. Generally, several methods are known for connecting the generator to the combustion engine, thus the generator's design plays a crucial role. Known methods—for example, according to DE 19735 021A1 or DE 10 2007 024 126A1—concern applications in so-called parallel hybrid vehicles, which have complex coupling systems in which the connecting components are axially linked.

[0007] Various solutions can be envisioned for connecting the generator shaft and crankshaft, such as using an elastomeric coupling. However, elastomeric couplings require very large axial and radial space and must be selected with large tolerances. These couplings also cannot absorb the increased power torque required.

[0008] Other connections include shafts connected via tapered or tapered couplings. These connections provide rigidity, but require space in length and diameter to ensure sufficient rigidity. Furthermore, axial tolerances are problematic because the installation position, dependent on tightening torque, cannot be accurately determined during assembly. Assembly and disassembly also become more difficult.

[0009] Other connections include shafts connected via internal teeth. However, these connections are more complex to manufacture; if thrust tolerances are used, the resulting momentum can cause mechanical clearance and operating noise; assembly and disassembly are problematic for press-fitting; and the component length / space requirements are relatively high. Summary of the Invention

[0010] Based on the current state of the art, the purpose of this invention is to provide a series hybrid electric vehicle in which the connection between the combustion engine and the generator is precisely adjusted and has an anti-torsional design, and also enables weight reduction and easy assembly.

[0011] Another objective is to enable effective length adjustment of the generator shaft and crankshaft under temperature variations.

[0012] Another objective is to enable the generator to be used as the flywheel mass of the engine, thereby reducing cost and weight.

[0013] Another objective is to minimize engine weight by eliminating peripheral components, such as conventional oil sump. Instead, this paper presents a method that provides a "pump" from the suction generated during the compression stroke.

[0014] Another purpose is to provide the minimum necessary lubrication to the components inside the engine.

[0015] Another objective is to provide an engine design that is "ready to operate".

[0016] Another objective is to provide an optimized heating / cooling system for range extenders and vehicles.

[0017] In this design according to the accompanying drawings, the generator is suitable for installation on various engines, whereby the coupling can be manufactured with a connection of virtually any choice between the shaft and the housing. The engine and generator are independent and connected by a connecting member. This design is particularly suitable for single-cylinder engines with very short crankshafts, as the individual bearings of the generator rotor allow for a small air gap in the generator to achieve high efficiency. The bending moment in the crankshaft during combustion, as well as the bearing clearance over the short distance between the bearings, can be properly arranged, which is borne by the generator bearings, thus preventing contact between the rotor and the housing.

[0018] Based on the design and stability of the shaft connection between the combustion engine and the generator, the generator can be used as the flywheel mass for the combustion engine. However, this is not without difficulties due to the momentum generated, but these difficulties can be overcome with the help of this solution.

[0019] The present invention relates to an engine / generator and control mechanism for a range extender engine.

[0020] In one embodiment, a series hybrid electric vehicle is connected to a combustion engine for extending operating range. This combustion engine is connected to a generator in the range extender via a self-centering spur gearing system.

[0021] In another embodiment of the invention, a series hybrid electric vehicle is coupled to a combustion engine for extending operating range. The crankshaft of the engine is fixedly connected to the shaft of a generator. A fixed bearing and a first floating bearing are positioned on the side of the generator, and the bearing on the side of the engine is configured as a floating bearing to absorb the length elongation of the shaft caused by temperature effects. The fixed bearing is an external bearing of the generator, which serves as a thrust bearing for the crankshaft and rotor shaft.

[0022] In another embodiment of the invention, the combustion engine includes: a crankcase defining a journal region and an oil sump; a cylinder communicating with the crankcase; a cam chain chamber separate from the crankcase; a crankshaft journaled in the journal region of the crankcase, a first end of which extends into the cam chain chamber and a second end of which extends through the crankcase; a piston positioned in the cylinder; a connecting rod connecting the piston to the crankshaft; a cylinder head above the cylinder, the cylinder head having at least one cam therein for operating a valve in the cylinder head; a first gear positioned at the first end of the crankshaft and in the cam chain chamber; a second gear positioned at the end of the cam; a chain carried around the first and second gears, defining a passage between the oil sump and the crankshaft; wherein, when the piston moves from the bottom dead center position to the top dead center position, a vacuum is created, siphoning lubricating oil through the passage to lubricate at least a portion of the crankshaft.

[0023] In another aspect of the invention, the combustion engine includes: a crankcase defining a journal region and an oil sump; a cylinder communicating with the crankcase; a cam chain chamber separate from the crankcase; a crankshaft journaled in the journal region of the crankcase, a first end of which extends into the cam chain chamber and a second end of which extends through the crankcase; a piston positioned in the cylinder; a connecting rod connecting the piston to the crankshaft; a cylinder head above the cylinder, the cylinder head having at least one cam therein for operating a valve in the cylinder head; a first gear positioned on the first end of the crankshaft and positioned in the cam chain chamber; a second gear positioned on the end of the cam; a chain carried around the first and second gears; a port communicating between the crankcase and the cam chain chamber; and a valve that allows compressed gas and a gas-blown airflow to enter the cam chain chamber when the piston moves from the top dead center position to the bottom dead center position.

[0024] In another aspect of the invention, the combustion engine includes a vehicle comprising: an electric propulsion drive assembly; a first cooling circuit for the electric propulsion drive assembly; an engine including a crankcase having an oil sump; and a preheater for the oil sump, the preheater being in fluid communication with the first cooling circuit to preheat engine lubricating oil.

[0025] In another embodiment of the invention, the combustion engine includes a crankcase with an oil sump; and a preheater for preheating engine lubricating oil in the oil sump, the preheater being integral with the oil sump of the crankcase.

[0026] In another embodiment of the invention, the combustion engine includes: a crankcase defining a journal region and an oil sump; a cylinder communicating with the crankcase; a cam chain chamber separate from the crankcase; a crankshaft journal-connected to the journal region of the crankcase, a first end of which extends into the cam chain chamber and a second end of which extends through the crankcase; a piston positioned in the cylinder; a cylinder head above the cylinder, the cylinder head having at least one camshaft therein for operating valves in the cylinder head; a first gear positioned on the first end of the crankshaft and positioned in the cam chain chamber; a second gear positioned on the end of the cam; a chain carried around the first and second gears; and an oil distribution mechanism for distributing oil from the oil sump to the cam chain to deliver lubricating oil to the cylinder head.

[0027] In another embodiment of the invention, the combustion engine includes: a crankcase defining a journal region and an oil sump; a cylinder communicating with the crankcase; a cam chain chamber separate from the crankcase; a crankshaft journal-connected to the journal region of the crankcase, a first end of which extends into the cam chain chamber and a second end of which extends through the crankcase; a piston positioned in the cylinder; a cylinder head above the cylinder, the cylinder head having at least one camshaft therein for operating valves in the cylinder head; a first gear positioned on the first end of the crankshaft and positioned in the cam chain chamber; a second gear positioned on the end of the cam; a chain carried around the first and second gears; and an oil distribution member within the cylinder head for delivering oil to the cam lobe.

[0028] In another embodiment of the invention, a control system is provided for an electric vehicle, wherein the electric vehicle includes a drive axle connected to a chassis. The control system includes: an engine generator including an electric motor driven by an engine, the engine generator generating electricity; a controller configured to electrically control the engine of the engine generator; an electric motor configured to drive the drive axle of the electric vehicle; a battery configured to drive the electric motor and receive electricity generated by the engine generator; and a mode selection device communicating with the controller to select one of a plurality of operating modes of the engine generator, the plurality of operating modes providing a variable rate of electricity generation.

[0029] An inventive method for controlling the engine of an electric vehicle, the electric vehicle including a generator driven by the engine and an electric motor driven by an on-board battery, the method comprising the steps of: monitoring the speed of the electric vehicle; starting the engine of the electric vehicle when the speed increases to a first predetermined threshold; generating electricity for the electric vehicle by means of the generator; and stopping the engine of the electric vehicle when the speed decreases to a second predetermined threshold.

[0030] An inventive method for controlling the engine of an electric vehicle, the electric vehicle including a generator driven by the engine and an electric motor driven by an on-board battery, the method comprising the steps of: providing a vehicle control unit for controlling an electrical system of the electric vehicle, the electrical system including the electric motor and the battery; driving the electric motor with the battery; monitoring multiple parameters of the battery with the vehicle control unit, the multiple parameters including at least one of a voltage level, a charge level, and a temperature level; starting the engine of the electric vehicle when each of the multiple parameters of the battery is below a predetermined minimum threshold; generating electricity for the electric vehicle with the generator; and charging the battery of the electric vehicle with the generated electricity.

[0031] An inventive method for charging the battery of an electric vehicle, the electric vehicle including a generator driven by an engine and an electric motor driven by the battery, the electric motor being configured to drive a drive axle of the electric vehicle to move the electric vehicle. The method includes the steps of: providing the electric vehicle with a regenerative braking system configured to transfer kinetic energy of the electric vehicle to the electric motor to cause the electric motor to rotate in the opposite direction; rotating the electric motor in a forward direction using power generated by the battery to move the electric vehicle; generating a first current using the generator, the first current being directed to the battery; rotating the electric motor in the opposite direction using the regenerative braking system to decelerate the movement of the electric vehicle and to generate a second current, the second current being directed to the battery; charging the battery using the first current and the second current; monitoring the first current and the second current during the charging step to determine the total current supplied to the battery; and withdrawing the first current from the battery when the total current exceeds a first predetermined threshold.

[0032] In another embodiment, the electric vehicle includes: a chassis; a drive axle connected to the chassis; an electric motor configured to drive the drive axle; a battery configured to drive the electric motor; an engine generator configured to generate electricity and supply the generated electricity to the battery; and a mass supported by the engine to dampen vibrations of the engine.

[0033] Finally, a method for controlling the engine of an electric vehicle, wherein the electric vehicle includes a generator driven by the engine, an electric motor driven by a battery, and a transmission having multiple gears, the method comprising the steps of: monitoring the speed of the electric vehicle; placing the transmission of the electric vehicle in neutral; receiving user input configured to actuate the engine of the electric vehicle; starting the engine of the electric vehicle upon receiving the user input and when the speed of the electric vehicle is at or below a predetermined threshold; generating electrical energy with the generator; transferring the electrical energy to the battery; and charging the battery of the electric vehicle with the generated electrical energy.

[0034] A method for controlling the engine of an electric vehicle, the electric vehicle including a generator driven by the engine, an electric motor driven by a battery, and a transmission having multiple gears, the method comprising the steps of: monitoring the speed of the electric vehicle; placing the transmission of the electric vehicle in neutral; receiving a user input while the transmission is in neutral, the user input being configured to start the engine of the electric vehicle; starting the engine of the electric vehicle in response to receiving the user input and the speed of the electric vehicle being at or below a predetermined threshold; generating electrical energy with the generator; directing the electrical energy to the battery; charging the battery of the electric vehicle with the generated electrical energy; and stopping the engine of the electric vehicle in response to at least one of the following conditions: the speed exceeding the predetermined threshold and the transmission being in non-neutral. Attached Figure Description

[0035] The invention will now be described in more detail with reference to the accompanying drawings of exemplary embodiments, wherein:

[0036] Figure 1 A schematic diagram illustrating an exemplary electrical system of an electric vehicle according to one embodiment;

[0037] Figure 2 Showing the control Figure 1 Exemplary control logic for a range extender in an electrical system;

[0038] Figure 3 It is a graph that shows the relationship between vehicle speed and engine speed, as well as... Figure 1 The throttle opening percentage in an exemplary battery hold mode of a range extender;

[0039] Figure 4 It is a chart that shows Figure 1 Exemplary battery retention modes of range extenders and exemplary vehicle driving power consumption;

[0040] Figure 5 It is a chart that shows Figure 1 Exemplary battery charging modes and exemplary range extension modes for range extenders;

[0041] Figure 6This is a schematic diagram of the vehicle's cooling system;

[0042] Figure 7 A perspective view of the engine according to this embodiment is shown;

[0043] Figure 8 Shown in Figure 7 A perspective view of the opposite side of the engine shown in the image;

[0044] Figure 9 Show Figure 7 The image shows a side view of the engine.

[0045] Figure 10 Is it through Figure 7 A cross-sectional view of the intersecting lines 10-10;

[0046] Figure 11A It is a 3D view of the oil tank;

[0047] Figure 11B This is a partial exploded view of the oil tank from the bottom.

[0048] Figure 12 Is it through Figure 11A A sectional view along line 12-12;

[0049] Figure 13 Is it through Figure 11A Sectional view of line 13-13;

[0050] Figure 14 This is a partial exploded view of the upper part of the crankshaft housing, viewed from the generator mounting side;

[0051] Figure 15 This is a partial exploded view of the lower part of the crankshaft housing, viewed from the generator mounting side;

[0052] Figure 16 This is an exploded view of the upper part of the crankshaft housing, viewed from the cam chain drive side.

[0053] Figure 17 This is a partial exploded view of the lower part of the crankshaft housing, viewed from the cam chain drive side;

[0054] Figure 18 A cross-sectional perspective view of the crankshaft assembly is shown;

[0055] Figure 19 A perspective view of the upper part of the crankshaft assembly is shown;

[0056] Figure 20 A top perspective view of the cylinder head assembly and valve cover is shown;

[0057] Figure 21 A perspective view of the cylinder head casting is shown;

[0058] Figure 22 Is it through Figure 9 Sectional view along line 22-22;

[0059] Figure 23 The internal cam chain cavity is shown, in which the cover has been removed;

[0060] Figure 24 Showing through Figure 22 Sectional view of line 24-24;

[0061] Figure 25 A perspective view of the lower side of the valve cover is shown;

[0062] Figure 26 and Figure 27 A perspective view of the oil distribution mechanism located within the valve cover is shown;

[0063] Figure 28 A perspective view showing the possible installation orientation and structure of a range extender for use in a vehicle;

[0064] Figure 29 An enlarged view through the camshaft drive chamber shows an oil scraper positioned between the links of the cam chain;

[0065] Figure 30 A perspective view of the assembled valve cover is shown, in which a portion of the outer cover assembly is disconnected to reveal the internal oil distribution mechanism;

[0066] Figure 31 Showing with Figure 30 A similar 3D view shows the entire internal oil distribution mechanism within the valve cover;

[0067] Figure 32 Show Figure 28 A cross-sectional view of the engine and generator;

[0068] Figure 33 Shown in Figure 32 Enlarged sectional view of the portion indicated in the image;

[0069] Figure 34 A three-dimensional view of the crankshaft of a combustion engine;

[0070] Figure 35A and Figure 35B The bearing on the shaft is shown;

[0071] Figure 36 A schematic diagram of the engine damping system used in the aforementioned engine is shown.

[0072] Figure 37 Shown in Figure 36 A schematic diagram of a variant of the engine damping system is shown in the figure.

[0073] Figure 38 Shown in Figure 36 The diagram shows a simplified schematic of a variant of the engine damping system. Detailed Implementation

[0074] The embodiments disclosed herein are not intended to be exclusive or to limit this disclosure to the specific forms disclosed in the following detailed description. Rather, the embodiments have been chosen and described in such a way that those skilled in the art can utilize the teachings of the embodiments.

[0075] First refer to Figure 1 An electrical system 10 is shown, which is used to control the operation of an electric vehicle. The electric vehicle can be an automobile, an all-terrain vehicle, a sport utility vehicle, a boat, or any other suitable vehicle. In the illustrated embodiment, the electrical system 10 is configured for use in an automobile. The electrical system 10 includes a vehicle battery 36 that supplies power to a vehicle motor 48 to drive the drive axle 50 of the electric vehicle. A range extender 16 is used to generate power for use in the electrical system 10, such as for charging the vehicle battery 36 or for powering the vehicle motor 48 of the electric vehicle. The electrical system 10 includes a vehicle control unit (VCU) 12 that communicates with an electronic control unit (ECU) 14. In the illustrated embodiment, the ECU 14 is an electronic controller configured to control the operation of the engine of the range extender 16. The ECU 14 schematically provides control signals to the range extender 16 via a drive-by-wire system 18. The ECU 14 can control, for example, throttle position, engine speed, ignition timing, and other parameters of the engine of the range extender 16. The range extender 16 includes a generator 17 connected to and driven by the engine. See, for example, [link to example]. Figure 7-31 The range extender 16, which includes a generator 17 and an engine, is shown in the figure and described herein.

[0076] VCU12 is an electronic controller configured to control the electrical systems and subsystems of an electric vehicle. For example, VCU12 can control fan and water pump motors, control and monitor vehicle speed and motor speed, receive and execute driver inputs and commands, and control the electric vehicle's heating and cooling systems. In one embodiment, VCU12 includes a microprocessor with software containing instructions for controlling the start-up and operating modes of the range extender 16. In the illustrated embodiment, VCU12 is configured according to... Figure 2The control logic shown applies a switching voltage to ECU 14 to activate the mileage extender 16. In one embodiment, ECU 14 controls the engine of mileage extender 16 using vehicle parameters provided by VCU 12. Alternatively, ECU 14 may include a microprocessor having functions for performing... Figure 2 The control logic and the software used to control the mileage extender 16.

[0077] A communication network 40 is provided for communication between the VCU 12 and various components and devices of the electrical system 10. The communication network 40 schematically uses the Controller Area Network (CAN-bus) protocol, but other suitable communication protocols between components of the electrical system 10 may be used. In the illustrated embodiment, the VCU 12 communicates with the ECU 14, comfort system 20, driver interface 22, vehicle battery 36, rectifier 42, inverter 44, charger 52, and converter 54 on the communication network 40.

[0078] The comfort system 20 schematically includes a heating system 76 and an air conditioning system 78. In the illustrated embodiment, the VCU 12 controls the heating system 76 and the air conditioning system 78. The driver interface 22 may include user input that allows the user to adjust the settings of the comfort system 20 of the electric vehicle.

[0079] The electrical system 10 also includes a driver input 24 and a gear selector 26. The driver input 24 schematically includes a brake input 72, a throttle input 73, and a mode selector 74. The brake input 72 signals the VCU 12 to decelerate or stop the movement of the electric vehicle by applying brakes to, for example, the wheels of an electric vehicle. In the illustrated embodiment, the electric vehicle includes a regenerative braking system that works in conjunction with a mechanical brake. Specifically, the mechanical brake is configured to assist in braking when the regenerative brake cannot apply sufficient braking force to meet the brake input requirements. The throttle input 73 signals the VCU 12 to indicate the position of a throttle input device—such as a pedal, lever, or rotary handle. In response, the VCU 12 controls the speed and torque of the vehicle motor 48 based on the signal provided by the throttle input 73.

[0080] The mode selector 74 provides a signal to the VCU 12 indicating the selected operating mode of the electric vehicle. Exemplary operating modes include Eco mode and Sport mode. In Eco mode, the vehicle's driving performance is limited to maximize the lifespan and performance of the battery 36. For example, rapid acceleration of the vehicle can be limited in Eco mode. Sport mode provides maximum wheel performance (e.g., rapid acceleration and power) while consuming the energy of the vehicle's battery 36 at a faster rate compared to Eco mode.

[0081] The gear selector 26 provides a signal to the VCU 12 indicating the selected gear for the operation of the electric vehicle. In the illustrated embodiment, the gear selector 26 includes forward, reverse, and neutral gears. The gear selector 26 and the mode selector 27 can be in the form of a switch, button, lever, or other device configured to receive user input to select the appropriate operating mode or gear for the vehicle.

[0082] The driver interface 22 includes a mode selection input 82 that provides a signal to the VCU 12 indicating a selected operating mode of the mileage extender 16. The mode selection input 82 is also configured to start and stop the mileage extender 16. Exemplary operating modes of the mileage extender 16 include, for example... Figure 4-5 The battery hold mode, range extension mode, and battery charging mode are shown and described herein. In battery hold mode, the range extender 16 operates to maintain the charge of the vehicle battery 36 at a substantially constant level. Specifically, the range extender 16 generates substantially the same or more electrical energy compared to the average electrical energy consumed by the electric vehicle during vehicle operation. In battery charging mode, the range extender 16 operates to increase the charge of the vehicle battery 36. Specifically, the range extender 16 generates substantially more electrical energy compared to the average electrical energy extracted from the vehicle battery 36 during vehicle operation. In range extension mode, the range extender 16 operates to extend the range or "life" of the vehicle battery 36. Specifically, the range extender 16 generates less electrical energy compared to the average electrical energy extracted from the vehicle battery 36 during vehicle operation. In one embodiment, driver input 24, gear selector 26, and mode selection input 82 are all located at driver interface 22.

[0083] In the illustrated embodiment, VCU 12 controls the operation of fan motors 28 and 32, and water pump motors 30 and 34. Fan motors 28 and 32 can be single-phase or three-phase motors. Fan motor 28 schematically drives engine fan 84 to cool the engine of range extender 16 when the engine reaches a high temperature. Fan motor 32 and water pump motor 30 schematically drive battery fan 88 and battery water pump 86, respectively, to cool vehicle battery 36 and associated battery circuitry of electrical system 10. Water pump motor 34 schematically drives water pump 90 to cool electrical components and circuitry of electrical system 10—including rectifier 42, inverter 44, ECU 14, VCU 12, generator 17, converter 54, and vehicle motor 48. In one embodiment, the circuitry of electrical system 10 is maintained at approximately 60 degrees Celsius or lower. In the illustrated embodiment, water pump motor 34 is also used to preheat the engine oil in range extender 16.

[0084] Vehicle battery 36 is configured to power vehicle motor 48 to drive an electric vehicle. Vehicle battery 36 is schematically a 404V-280V DC battery, but other suitable voltage capacities for vehicle battery 36 may be used depending on vehicle requirements. Vehicle battery 36 is connected to vehicle motor 48 via voltage divider 46. Voltage divider 46 is schematically a high-voltage distributor box configured to direct voltage received from vehicle battery 36 and from range extender 16 to suitable means in electrical system 10. In the illustrated embodiment, voltage divider 46 is connected to vehicle battery 36 via line 64, to rectifier 42 via line 66, to inverter 44 via line 80, to charger 52 via line 68, and to DC / DC converter 54 via line 70. Lines 64, 66, 68, 70, and 80 schematically include live and ground pairs capable of transmitting high voltage between corresponding components.

[0085] Voltage divider 46 directs the power received from vehicle battery 36 to DC / AC inverter 44. Inverter 44 converts the DC voltage from voltage divider 46 into AC voltage and supplies AC voltage to vehicle motor 48 via motor cable 62. In the illustrated embodiment, vehicle motor 48 is a three-phase AC motor. In one embodiment, the regenerative braking system is used to generate electrical energy from the vehicle's kinetic energy during braking. Specifically, the vehicle's kinetic energy is used to drive vehicle motor 48 in the opposite direction, thereby causing the vehicle motor to generate electrical energy, which is fed back through voltage divider 46. The generated electrical energy can then be stored in battery 36 or used, for example, to preheat the catalytic converter of range extender 16. Alternatively, a separate motor can be used for regenerative braking.

[0086] Generator 17 supplies power to AC / DC rectifier 42 via cable 60. In the illustrated embodiment, generator 17 is a three-phase motor that operates in reverse to function as a generator. Specifically, the engine of range extender 16 drives generator 17 and causes generator 17 to generate AC power for rectifier 42. Rectifier 42 converts the AC voltage received from generator 17 into DC voltage. Voltage distributor 46 directs the generated DC voltage received from rectifier 42 to a suitable destination in electrical system 10, such as to charge battery 36 or directly drive vehicle motor 48. In one embodiment, generator 17 also functions as a starter for engine of range extender 16. Specifically, vehicle battery 36 can supply voltage to motor of generator 17 via cable 60, causing motor of generator 17 to rotate in the forward direction to start engine of range extender 16. This eliminates the need for an additional starter motor and alternator, thereby reducing the size and weight of range extender 16.

[0087] The vehicle battery 36 schematically includes a battery manager 38 that manages various parameters of the vehicle battery 36. In one embodiment, the battery manager 38 includes a computer having software containing limit values ​​for the discharge rate, charge rate, maximum voltage, and minimum voltage of the battery 36, as well as maximum and minimum temperatures. Specifically, the battery manager 38 can monitor the charge level in the vehicle battery 36 and initiate a control event—detected by the VCU 12—when the charge of the vehicle battery 36 reaches a predetermined level. For example, when the stored charge of the vehicle battery 36 reaches a predetermined low level, the battery manager 38 can provide a "low voltage" alarm to the VCU 12. In response, the VCU 12 can instruct the ECU 14 to activate the range extender 16 to generate more electrical energy fed back into the electrical system 10 to charge the vehicle battery 36. Similarly, when the stored charge of the vehicle battery 36 reaches a predetermined high level, the battery manager 38 can provide a "high voltage" alarm to the VCU 12. In response, VCU12 can send a command to ECU14 to stop or reduce the electrical energy generated by generator 17. In the illustrated embodiment, battery manager 38 is configured to communicate with various devices—including VCU12—on communication network 40 to assist in the management of battery 36.

[0088] Charger 52 is configured to connect to an external power source to charge battery 36. In one embodiment, charger 52 is a plug-in charger that connects to and draws power from an electrical outlet to charge battery 36. DC / DC converter 54 converts the DC voltage from battery 36 to a lower voltage level to supply battery power 56. Battery power 56 (schematically 12 volts) can be used by low-voltage devices of an electric vehicle—such as lights and dashboard.

[0089] Reference Figure 2 An exemplary control logic 100 is shown, which controls the operation of the mileage extender 16. In the illustrated embodiment, the control logic 100 is contained in the memory of the VCU 12, but the ECU 14 may alternatively contain at least a portion of the control logic 100.

[0090] If the vehicle speed indicator 102 is set, or if the mileage extender activation (ON) indicator 104 is set, then block 106 is true. In one embodiment, a button or switch located on the driver interface 22 or the instrument panel can be used to set the mileage extender activation (ON) indicator 104 to enable... Figure 2 The control logic 100 begins. In one implementation, mode selection input 82 (see...) is used. Figure 1The operating mode of the mileage extender 16 is selected to set the mileage extender ON flag 104. This allows the user to manually activate the mileage extender 16 under certain circumstances. The vehicle speed flag 102 is set when the electric vehicle is at or above a predetermined minimum speed. In the illustrated embodiment, the minimum speed required to set the speed speed flag 102 is approximately 55 km / h, but other suitable minimum speeds can be selected. If the vehicle speed 102 drops below the predetermined minimum level, the mileage extender 16 automatically shuts off, as described herein. In the illustrated embodiment, the mileage extender 16 deactivates when the vehicle speed 102 drops below approximately 25 km / h (i.e., block 106 changes from true to false), but other suitable minimum speeds can be selected. When the mileage extender 16 operates automatically only at higher speeds, road noise or other noise from the electric vehicle is used to drown out the noise generated by the mileage extender 16.

[0091] The operating limits shown in block 110 are used to automatically start or stop the range extender 16 based on multiple parameters of the vehicle battery 36. The limits shown in block 110 are exemplary, and other suitable limits can be set at block 110 depending on the vehicle configuration. In the illustrated embodiment, the range extender 16 is configured to be activated (i.e., block 110 is "true") if the voltage of the vehicle battery 36 drops to 280 volts or lower, the charge percentage of the vehicle battery 36 is below 80% of its full capacity, and the temperature of the vehicle battery 36 is below approximately 41 degrees Celsius. At block 110, if the voltage of the vehicle battery 36 rises to 390 volts, if the charge percentage of the vehicle battery 36 reaches or exceeds 80% of its full capacity, or if the temperature of the vehicle battery 36 reaches or exceeds approximately 41 degrees Celsius, the control logic proceeds to block 138. At block 138, the VCU 12 takes action in response to the exceeded limits. Depending on the reason for exceeding the limit, VCU12 can disable the generator 17 of the range extender 16 and / or disable the charger 52 to reduce the possibility of overloading the vehicle battery 36.

[0092] Block 112 requests the selection of the vehicle's operating mode, such as the "Sport" or "Economy" mode mentioned above. If blocks 106, 110, and 112 are all true, the control logic proceeds to block 114. In the illustrated embodiment, the mileage extender 16 is configured to generate a certain load (based on engine speed or engine speed rpm) depending on the vehicle speed at which the mileage extender 16 operates and the selected mode. At blocks 114 and 122, the VCU 12 (or ECU 14) identifies the selected mode for the operation of the mileage extender 16. The operating mode is... Figure 1The mode selection input 82 is schematically selected. In the illustrated embodiment, battery retention mode, battery charging mode, or range extension mode can be identified at blocks 114 and 122. When the operating mode is identified, the operating flag 130 is set at block 124.

[0093] Upon identifying the appropriate operating mode for the mileage extender 16 and setting the operating flag 130, the control logic proceeds to block 126. At blocks 126, 132, and 136, the selected operating mode for the mileage extender 16 is implemented by the VCU 12 and / or ECU 14. As long as block 126 is false, the mileage extender 16 operates according to the selected operating mode—as indicated by block 136. Thus, a start event 140 is generated, and the mileage extender 16 is actuated and operates according to the selected operating mode.

[0094] With the vehicle and range extender 16 in operation, a vehicle actuator can be applied to initiate regenerative braking. In this case, the range extender 16 and the regenerative braking system generate power fed back to the vehicle battery 36. To prevent current overload of the vehicle battery 36, a flag 128 is set when the generated current supplied to the vehicle battery 36 exceeds an upper threshold. For example, if the upper current threshold of the vehicle battery 36 is 80 amps, then flag 128 is set when the combined current generated by the range extender 16 and the regenerative braking system reaches or exceeds 80 amps. In this case, the generator 17 is deactivated by closing the throttle of the engine of the range extender 16 at block 134. In one embodiment, if the upper current threshold limit is still exceeded after the generator 17 is stopped, the regenerative braking system is disabled or the current generated by the regenerative braking system is redirected to avoid overload of the vehicle battery 36. In one embodiment, flag 128 is set when the limit shown in block 110 is exceeded. At block 134, a time delay can be implemented before the start event 140 can be generated and the mileage extender 16 can be reactivated.

[0095] In one implementation, the operating mode can be changed rapidly (on the fly) during the operation of the electric vehicle and the range extender 16. For example, a user can use the mode selection input 82 (see [link to relevant documentation]) to select the range extender 16 while it is operating in different modes. Figure 1 Select a new operating mode.

[0096] If block 106 is true, the control logic proceeds to block 146. As indicated by blocks 142, 144, and 146, if the vehicle speed 102 is zero or approximately zero and the vehicle is in neutral, the range extender 16 can be activated to charge the vehicle battery 36. Specifically, the user must manually select a button or other input device on the driver interface to set the range extender ON flag 104 and actuate the range extender 16 at block 148. Manual actuation of the range extender 16 at block 148 can be used, for example, when the vehicle is stopped and the vehicle battery 36 has dropped to a low charge level—such as in traffic congestion.

[0097] In the illustrated embodiment, the mileage extender 16 is configured to generate a certain load depending on the vehicle speed and a selected mode of operation of the mileage extender 16. In each mode of operation, the engine speed of the mileage extender 16 varies according to the vehicle speed. Figure 3 The diagram illustrates the engine speed and throttle opening of the range extender 16 in an exemplary battery hold mode for operation of the range extender 16. In battery hold mode, the engine speed (RPM) of the range extender 16 follows curve 116 relative to vehicle speed, while the throttle opening percentage of the range extender 16 follows curve 118 relative to vehicle speed. The load generated by the range extender 16 depends on the engine speed of the range extender 16. In the exemplary battery hold mode of operation, the range extender 16 generates a power curve 120 for the illustrated vehicle speed range (see diagram 120). Figure 4 and Figure 5 ).

[0098] Figure 4 and Figure 5 The power curve 182 illustrates an exemplary average power required for vehicle motor 48 to drive the vehicle on a generally flat road or surface. Figure 4 As shown, the power generated by the range extender 16 in battery hold mode is greater than or equal to the average power consumed by the vehicle motor 48 when the vehicle is driven on a flat road at the speed range shown. Thus, battery hold mode can be used when the vehicle traverses both mountainous and flat terrain. Figure 4 In the battery retention mode shown, the range extender 16 generates supplemental electrical energy between a vehicle speed of approximately 25 km / h and 80 km / h.

[0099] Figure 5Exemplary power curves for a battery charging mode and a range extension mode are shown. In the range extension mode, the range extender 16 generates a power curve 184 for the illustrated vehicle speed range. As shown, the power generated by the range extender 16 in the range extension mode is less than or equal to the power consumed on average by the vehicle motor 48 when the vehicle is traveling on a flat surface. In the illustrated embodiment, the range extension mode is configured to extend the range or "life" of the vehicle battery 36 and does not require maintaining the charge of the vehicle battery 36.

[0100] In battery charging mode, the range extender 16 generates a power curve 186 for the illustrated vehicle speed range. As shown, the power generated by the range extender 16 in battery charging mode is significantly greater than the average power consumed by the vehicle motor 48 when the vehicle is driven on a flat surface. Thus, battery charging mode is used to charge the vehicle battery 36 during vehicle operation.

[0101] for Figure 5 Regarding the battery hold-up mode and range extension mode shown in the diagram, the range extender 16 is activated to generate energy when the vehicle speed reaches approximately 55 km / h, and the energy generation of the range extender 16 is deactivated when the vehicle speed drops below approximately 25 km / h. Figure 5 In the battery charging mode shown, the range extender 16 is configured to generate electrical energy for all vehicle speeds—including speeds between 0 km / h and 55 km / h.

[0102] Now refer to Figure 6 The vehicle has a cooling system generally indicated by 200, which includes a low-temperature circuit 202 and a high-temperature circuit indicated by 204. The low-temperature circuit 202 includes an electric water pump 206 and a radiator 208. In the low-temperature circuit 202, the water pump 206 circulates low-temperature cooling water through a rectifier 42, an inverter 44, a DC-DC converter 54, an electric drive motor 48, and a generator 17. This cooling water also flows through an oil preheater located within the range extender, as described herein.

[0103] A separate, high-temperature circuit 204 is provided, which circulates coolant through the engine water jacket of a conventional type of engine. A second radiator 210 is provided for cooling the engine coolant, and a heating element 212 provides heat to the passenger compartment. The vehicle may also have an onboard electric heater (not shown), and the system can determine whether it is more efficient to run the range extender engine to provide heat to the passenger compartment or to heat the engine via the electric heater and recharge the battery with the range extender.

[0104] As described above, the system includes a range extender 16, which includes a generator 17 and, as well as... Figure 7-9 The four-cycle engine 290 is shown in the figure. Engine 290 includes a crankcase housing 300, an oil pan or oil sump 302, cylinder liners 304, a cylinder head assembly 306, and a valve cover 308. Now refer to... Figure 10 The engine defines multiple chambers—such as the engine oil reservoir 310, crankshaft chamber 312, compression chamber 314, and camshaft chamber 316—and these multiple chambers are defined by multiple parts 300, 302, 304, and 306. Now refer to... Figure 10 , Figure 11A , Figure 11B and Figure 12 The oil tank 302 will be described in more detail.

[0105] like Figure 11A and Figure 11B As clearly shown, the oil tank 302 is defined by an upper body portion 326 and a lower body portion 328, as described herein. The upper body portion 326 includes side walls 330, 332 and end walls 334, 336. The oil tank 302 also includes a lower bottom portion 340, which has a base portion 342 and an integral tubular portion 344 extending upward from the lower bottom portion 340. Referring now to... Figure 12 The filter assembly 350 is shown mounted within an oil tank 302 and includes a bolt portion 352, a tubular filter 354, and a transition portion 356. As shown, a hole is drilled from wall 332 toward wall 330, and this hole partially enters into a base 342 defining holes 360a and 360b. The tubular portion 344 is also drilled to define a hole 362 intersecting with hole 360b. It should be understood that hole 360a is threaded to receive bolt portion 352. This allows the filter assembly 350 to be mounted as follows: Figure 12 It is positioned together with the transition portion 356 positioned in the hole 360b, as shown.

[0106] Now refer to Figure 11A , Figure 11B , Figure 12 and Figure 13 The oil tank 302 also includes Figure 12 The water supply heat exchanger is shown in general at 370 and described herein. First refer to... Figure 11A and Figure 11B The upper part 326 of the oil tank 302 includes curved wall portions 372 and 374. Figure 11A The curved wall portions 372 and 374 define corresponding recesses 376 and 378. Figure 11B ).like Figure 13As clearly shown, water connectors 380 and 382 communicate with recesses 376 and 378 respectively, and provide water to and from the heat exchanger 370. Now refer to Figure 11B The lower side of the oil tank section 326 includes multiple U-shaped fins, such as 390 and 392, which surround the central wall 398. Figure 11B As shown, a washer 400 is provided between parts 326 and 328, and the washer 400, parts 326 and 308 are held together by fasteners 402. (Refer to again...) Figure 12 It is defined that there are two separate channels 410, 412, which are connected to corresponding water connectors 382, ​​380, as further described herein.

[0107] Now refer to Figure 14-17 The crankshaft housing 300 will be described in more detail below. As shown, the crankshaft housing 300 is shown as a separate housing defined by housing portions 300A and 300B. As shown, housing portion 300B has a plurality of stud bolts 440, which are screwed into threaded holes 442. Housing portion 300A includes corresponding holes 444 positioned above the stud bolts to complete housing assembly. Figure 14 As shown, the lower outer casing 300b defines a crankshaft chamber 450, which is bounded by a semi-circular wall 452 and end walls 454 and 456. Each of the end walls 454 and 456 defines a support surface 458 and 460, as described herein.

[0108] The crankshaft housing 300 also defines multiple mounting surfaces or flanges. For example, as... Figure 14 As shown, a top surface 470 is defined for mating with the cylinder liner portion 304. A generator mounting surface is also defined by 472A and 472B, and the generator mounting surface has a plurality of mounting holes indicated by 474. Figure 15 As shown, a lower mounting surface 478 is provided for mounting the oil tank 302. Now refer to Figure 16 The two housing halves 300A and 300B also define mounting surfaces 490A and 490B, which receive covers as further described herein. Cam chain chamber 316— Figure 16 —It is at least partially defined by wall 500 on housing portion 300B and wall 502 on housing portion 300A. Therefore, when housing portions 300A and 300B are positioned together, the cam chain chamber 316 surrounds the support surface 458 and is defined by a rear wall defined by surface 510A on housing portion 300A and surface 510B on housing portion 300B. As Figure 14As shown in Figure 16, a cam chain channel 512 is provided, which connects to the upper surface 470 of the crankshaft housing 300 and also leads to the cam chain chamber 316. Figure 17 As clearly shown in the image. Figure 16 As shown, the outer casing 300B also includes a semi-cylindrical wall 514 that extends forward from the surface 510B and has an access cutout 516, as further described herein.

[0109] like Figure 16 and Figure 17 As clearly shown, a channel is defined near crankshaft chamber 450, the channel being defined by channel half 520A ( Figure 17 ) and 520B ( Figure 16 The port is limited by parts of 522A and 522B. Figure 16 This port is defined by 520A and 520B, and is connected to the channel defined by 520A and 520B. It should be understood that the inner wall 524A ( Figure 17 ) and inner wall 524B ( Figure 16 The slits that define the space between the crankshaft chamber 450 and the channels defined by channels 520A and 520B are further defined by the ports defined by channels 522A and 522B, which are the only communication between the crankshaft chamber 450 and the cam channel 316. Meanwhile, the only communication between the camshaft chamber 316 and the oil groove chamber 310 is through the opening 530 at the lowermost position of the continuous wall 500. Figure 16 Finally, the oil inlet is through orifice 536 ( Figure 17 ) and 538 ( Figure 16 and Figure 17 ( ) is limited. It should also be understood that the contour of hole 536 is set to be consistent with that of hole 362 ( Figure 12 )correspond.

[0110] Now refer to Figure 18 and Figure 19 The crankshaft assembly is generally designated 540. Assembly 540 includes: a crankshaft 542 having separate shafts having halves 542A and 542B connected together by a pressing pin 544; and a connecting rod 546. The crankshaft 542 also includes two output shaft ends: a first shaft end 550 having a coupling surface indicated by 552; and a second shaft end 560 connected to a gear set 562 having a small-diameter gear 564 and a large-diameter gear 566, as further described herein. As also shown, the shaft end 560 is drilled to provide a hole indicated by 570, which communicates with the hole 572 via the crankshaft portion 542B. As shown, the pin 544 includes a hole indicated by 574 aligned with the hole 572. A counterweight indicated by 576 is provided.

[0111] Finally, pin 544 includes: an end cap 578 defining an inner pin volume indicated by 580; and an access opening 582 positioned between crankshaft halves 542a and 542b. As shown, connecting rod 546 is shown positioned between crankshaft halves 542a and 542b and rotatably mounted to pin 544 via a needle roller bearing indicated by 590. Figure 19 As clearly shown, the connecting rod 544 has three recesses 592 on each side of the connecting rod, as further described herein. Two roller bearings 594 and 596 are positioned on opposite sides of the pin 544 and rotatably mount the crankshaft assembly 542, as further described herein. Finally, a pressure seal 598 is provided near the roller bearing 596, as further described herein.

[0112] Now refer to Figure 20 The cylinder head assembly 306 is shown having a main body portion 600. Assembly 306 includes double overhead cams 602 and 604, which are rotatably mounted in pairs of roller bearings 606 and 608 (in...). Figure 20 (Only one of each pair is seen in the image). Cams 602 and 608 are driven by corresponding gears 610 and 612, as well as by a timing chain. It should be understood that the timing chain 614 is carried by gear 564 ( Figure 19 The crankshaft rotates around the crankshaft, driving camshafts 602 and 604. Figure 21 As clearly shown, housing 600 includes: an upper wall 620 having a valve port 622; and a lower wall 630 having a hole 632 therein. An inlet channel, indicated by 634, is provided, the profile of which is set to match that of channel 512 ( Figure 16 , 17 Connect and enable chain 614 to move upward to gears 610 and 612.

[0113] Now refer to Figure 23 and Figure 24 This will describe other aspects of the engine. For example... Figure 23 As shown, the reed valve 650 is positioned above and covers port 522. (As indicated...) Figure 24 As shown, chain guide devices 702 and 704 are provided. These devices guide the chain 614 and maintain appropriate chain tension. (Refer to...) Figure 23 A balance gear 710 is provided that meshes with gear 566, and the balance gear 710 is driven by crankshaft 542. Gear 710 has a shaft 712 that is rotatably mounted, as described herein.

[0114] like Figure 23 The diagram also shows a cover 740 having a flange 742 that mates with flange surfaces 490A and 490B of the crankcase assembly 300. The cover 740 also includes an oil distribution scraper 746, an oil distribution channel 748, and a roller bearing 744 that covers the shaft 712 of the balance gear 710. As shown, the scraper 746 is attached to the inner surface 750 of the cover 740 and includes an elongated track 752 and a short track 754. An extended tongue 756 extends beyond the tracks 752 and 754, as further described herein.

[0115] The oil distribution channel 748 includes a first seal 760, the profile of which is configured to receive the crankshaft end 560 and surround the oil channel 570. Figure 22 The profile of the second seal 762 is set to be positioned within the hole 538. Finally, the oil channel, indicated by 766, is confined within the cover 740, as shown. Figure 10 As clearly shown.

[0116] Now refer to Figure 25 The valve cover 308 is shown in the lower view, wherein the oil distribution assembly 800 is shown as including a distribution member for the valve tappet / cam and a distribution member for the camshaft 602 ( Figure 20 Lubricated rails 804 and 806. (For example...) Figure 26 and Figure 27 As shown, the dispensing member 802 includes an upper tray 810 having a peripheral wall 812 extending around the tray and around a base plate 814. A window 816 extends through the base plate 814 and its profile is positioned above a cam chain 614, as described herein. The mechanism 802 also includes a mounting protrusion 820 and openings 822 and 824 communicating with the inner tray 814.

[0117] Having described the characteristics of the engine above, the engine components will now be described. First, refer to... Figure 11B and Figure 12 It should be understood that the oil pan 302 is assembled by placing the lower part 328 and the gasket on the lower surface of the abutment 326 and providing fasteners to assemble the two parts 326, 308 together. The oil filter assembly 350 is also installed, as... Figure 12 As shown in the diagram.

[0118] like Figure 14-17 As shown in any of the figures, the stud bolt 440 is screwed into the threaded opening 442, thus, the crankshaft assembly 540 ( Figure 18 (As shown in the image) Positioned in crankshaft chamber 450 ( Figure 14 This will be inside the roller bearing 594 ( Figure 14Positioned on surface 460 ( Figure 14 ) and roller bearing 596 ( Figure 18 Positioned on surface 458 ( Figure 14 This also positions the seal 598 in the groove 462. Figure 14 Inside. It should be understood that this will affect gear set 562 ( Figure 18 Positioned to cover the semi-cylindrical wall 514, such as Figure 23 As clearly shown. It should also be understood that the cam chain 614 can be fastened around the drive gear 564 before being inserted into the lower half of the crankcase 300b.

[0119] With the crankshaft subassembly positioned as described above, the upper part 300A of the crankcase assembly can now be slidably received by positioning the hole 444 above each of the corresponding stud bolts 440, as... Figure 16 As clearly shown. Figure 17 As shown, the upper crankcase housing 300B is housed above roller bearings 594 and 596, wherein pin 640 positions the bearings within bore 642 to prevent the outer rings of bearings 594 and 596 from rotating during crankshaft rotation. It should also be understood that during assembly of the upper crankcase portion, the camshaft drive chain 614 is fed upward through bore 512 (…). Figure 17 The chain is pulled outward through the crankcase.

[0120] Now refer to Figure 10 With the piston 636 attached to the connecting rod 544, the cylinder liner 304 can now be positioned above the piston 636 and downwards to be received on the top surface 470 of the upper crankcase housing 300A. Figure 16 (On top). Although not explicitly described, it should be understood that the cylinder liner 304 has a hole that mates with the stud bolt 440, such that the cylinder liner is stacked on top of the crankcase housing 300a, as... Figure 10 As clearly shown.

[0121] In cylinder head assembly 306, such as Figure 20 In the case shown, the cylinder head assembly 306 is positioned above the stud bolt 440, hole 632 ( Figure 21 The bolt 440 is accommodated therein. It should be understood that the bolt 440 has a suitable length to accommodate through the hole 632, with sufficient clearance to accommodate fastening components such as washers and fastening nuts. The cam chain 614 is then assembled around the associated cam drive gears 610, 612. Figure 20 The position is shown in the diagram. The valve cover 308 can then be attached to the cylinder head assembly 306 via fasteners.

[0122] Now refer to Figure 28The mileage extender 16 is shown mounted at the front of the drive motor 48 within the vehicle. The mileage extender engine 290 is attached to a generator 17, which is mounted along the longitudinal axis L and faces forward relative to the longitudinal axis L. The drive motor 48 has an output drive coupling 800 arranged along the transverse drive axis D. As shown, a frame bracket 802 is provided, which has a mounting cylinder 804 including rubber loops for mounting the mileage extender assembly 16 at three locations.

[0123] As described above, the range extender 16 operates solely for the purpose of charging the system battery and therefore does not operate continuously. For this purpose, the oil is preheated by the flow of system water through connectors 380 and 382. This water flow remains constant during vehicle operation to maintain the oil at a suitable operating temperature. For the same reason, the catalytic converter of the range extender is also preheated for operational readiness.

[0124] The engine is designed so that oil pressure at the support points is not necessary, but only a small flow of droplets is required for proper lubrication. As mentioned above, all bearings are roller bearings, especially the main crankshaft bearings 594 and 596; and the connecting rod bearings are needle roller bearings 590. Figure 18 As also mentioned above, overhead cam bearings 607 and 608 ( Figure 20 It is also a roller bearing. Therefore, a small oil flow rate is sufficient for both roller bearing lubrication and needle roller bearing lubrication.

[0125] As described, the engine 290 doesn't even have a conventional oil pump; instead, oil is siphoned in by the natural movement of the pistons. (See reference...) Figure 10 , 18 Sections 1 and 19 will describe engine lubrication. It should be understood that in... Figure 10 In the diagram, piston 636 is shown at top dead center (TDC). During the power stroke, piston 636 is forced downwards, and the decrease in volume within crankcase 312 (along with the blowing of gas around the piston) pressurizes crankcase 312. Recall that only one port connects crankcase 312 to cam chain drive chamber 316, this port is straight-through port 522. Thus, during the compression stroke, gas in crankcase 312 passes through reed valve 650 ( Figure 23 )discharge.

[0126] When the piston is at its lowest position, or bottom dead center (BDC), it begins to move upward, initiating the compression stroke of the fuel and air in compression chamber 314. The vacuum created in chamber 312 draws oil from oil sump chamber 310 through filter 354 into channels 362, 536, 766 and into channel 570 within crankshaft 542. This also draws oil through channel 572 into the internal volume 580 within pin 544. The oil reaches needle roller bearing 590 through orifice 582. Continuous rotation of crankshaft 542 releases centrifugal force on the oil, causing it to flow from needle roller bearing 590 through channel 592 (…). Figure 19 The oil enters the crankshaft chamber 312. In fact, during engine operation, the centrifugal force of the oil and the surface tension of the oil flow together help draw the oil through the aforementioned channels. It should also be understood that during the power stroke, the oil in the crankshaft chamber 312 is discharged through the reed valve 650 into chamber 316.

[0127] Refer again Figure 23 The oil level is shown as its natural height within chamber 316, and the orifice 516 allows the oil to find its height within the semi-circular wall. Gears 566, 710 ( Figure 23 The rotation of the crankshaft causes oil to be thrown onto track 752 and collected by track 754 and the laterally downward track 756. The oil is then collected by chain 614 and carried by crankshaft housing 300, cylinder liner 304 and into cylinder head 306.

[0128] Now refer to Figure 30 and Figure 31 The following will describe the lubrication within the cylinder head assembly 306. First, as... Figure 30 As shown, chain 614 ejects oil through window 816 into component 802 and collects it within component 802. The oil then drips through hole 822. Figure 26-27 ) and through opening 824 ( Figure 27 This is to lubricate the camshaft 604's cam 605. Chain 614 rotates together with cams 602 and 604 to lubricate tracks 804 and 806 (see...). Figure 25 ) spray, which causes oil to drip onto cam 602 ( Figure 20 Lubrication is applied to the convex angle 603 of the engine. Similarly, due to the engine (see...) Figure 7 The tilt of the cam 602 means that even if the oil distribution member 802 is on the high side, the oil is still distributed to the cam 602. Figure 20 On the convex angle 603. Normal oil spraying within the valve cover 308 lubricates bearings 606 and 608. Oil enters through the chain into opening 512 ( Figure 16 ) and 634 Figure 20 It returns to the cam chain chamber 316 and then through the hole 530 back to the oil sump chamber 310, which makes the lubrication cycle continuous.

[0129] Now refer to Figure 32 This is a cross-sectional view of the range extender, in which the connected single-cylinder engine 290 and generator 17 are located on the left, while the combustion engine assembly—here, a single-cylinder engine—is located on the right. The generator 17 is located within the generator housing 900.

[0130] The crankshaft 542, crankshaft pin 544, connecting rod 546, piston 636, and cylinder liner 304 of the combustion engine can be seen, as can the hollow rotor shaft 902 and generator / rotor 904 of the electric generator.

[0131] If it is possible to Figure 33 As can be seen, the crankshaft 542 and rotor shaft 902 are connected by self-centering connecting screws 906, thereby arranging a short shaft 550 with a spur gear drive 552 on the crankshaft and a corresponding shaft 908 with a spur gear drive 910 on the rotor shaft 902. However, this serration is self-centering and is referred to as "Hirth serration". The two shafts are connected by connecting screws 912 and the two housings 900 and 304 are connected by screws 914 without centering, because the Hirth serration provides centering.

[0132] The advantageous result of this connection is a significant simplification of the bearings on both shafts, enabling easy length adjustment of the shafts due to temperature variations. This configuration requires only a fixed bearing 920 (ball bearing) for the rotor shaft 902, a first floating bearing 922 (ball or roller bearing) within the generator housing or inner ring, and third and fourth floating bearings 594 and 596 (roller bearings without axial ramps / clearances) within the engine housing. Thus, the inner ring is either pressed against the crankshaft or the crankshaft is directly used as the running surface for the floating bearings without an inner ring. Floating bearings 594 and 596 can also be configured as ball bearings with a sliding fit within the housing or on the shaft. The fixed bearing is an external bearing of the generator, serving as a thrust bearing for both the crankshaft and rotor shaft.

[0133] Based on the connector arrangement described above, there are many advantageous results, such as simple assembly by a single screw passing through the hollow shaft of the generator; simple pre-assembly of the two components, the combustion engine and the generator; the connection is constructed such that the prestressing force of the screw is greater in every case than the torque and bending moment generated by the combustion engine operating in a serrated manner, thus achieving a very rigid connection and enabling the use of the high rotational mass of the generator as the flywheel mass of the engine.

[0134] Because the serrations are self-centering, additional centering on the housing is omitted. This avoids over-determinism on the components and always ensures alignment between the two assemblies. Small tolerances may exist in the axial direction.

[0135] First, the shaft is connected, and then the housings are secured together with screws. Due to the high accuracy of the Hirth serrations in the axial direction, the entire connecting shaft can be secured with only one axial bearing, thereby eliminating known problems related to linear expansion due to temperature effects.

[0136] Because generators are sensitive to radial and axial clearances due to the efficiency of their windings and permanent magnets, and because efficiency drops sharply with large clearances, it is ideal for the generator to be precisely aligned and for all linear expansion in a combustion engine to be absorbed and balanced, regardless of rigid connections. Axial alignment of the generator is important because the generator's speed and position measurements are read by a decoder / rotary encoder mounted on the end side. This decoder, by its design, cannot handle long axial distances. Therefore, axial alignment of the generator housing and the generator shaft is preferably performed on the side of the decoder.

[0137] For this reason, combustion engines can be constructed to absorb the entire length extension of the connecting shaft in crankshaft drive. The crankshaft and connecting rod have sufficient clearance in the axial direction to absorb this extension. Axial bearings on the engine can be omitted. The crankshaft and connecting rod have only in-run axial restraints, which are only used in the pre-assembled state of the engine without a generator.

[0138] Once the engine and generator are connected, the generator undergoes axial alignment. The bearings on the engine can be ball bearings, for example... Figure 35A and Figure 35B The floating bearings proposed in the paper can be manufactured, or alternatively, using roller bearings or spherical roller bearings. The connecting rod has sufficient clearance on the piston pin to absorb axial extension. Below, the connecting rod passes between the crank arms. This results in a compact assembly, thereby allowing the generator with its large rotating mass to function as a flywheel on a combustion engine, thus leading to significant weight savings and optimized installation space.

[0139] Now refer to Figure 36The diagram illustrates an engine damping system 950 for engine 290 and generator 17. Engine 290 includes an air intake system 952, which includes an air filter 954 connected to a throttle 956 and an air manifold 958 via hoses 960 and 962. As shown, the air filter 954 is attached to a frame 964 via a coupling mechanism generally shown as 966. The coupling mechanism 966 can be directly attached to the frame or can be a bracket of known construction. Without the damping system 950, engine 290 may vibrate, transmitting vibrations to the air filter 954 and to the frame 964, which the driver and / or passengers may feel. These vibrations are amplified by the more distant location of the throttle 956, which is directly connected to engine 290.

[0140] As shown, the vibration damping system 950 includes a plurality of support arms 970, which are rigidly connected to the engine 290 and also to a damping weight 972. The damping weight 972 may be connected only to the engine 290, as... Figure 36 As shown, or via connector 974, it can be directly and rigidly connected to throttle 956, such as Figure 37 As shown in the diagram.

[0141] like Figure 38 The alternative shown in the diagram allows the damping weight 972 to be moved relative to the throttle 956 via coil springs 976 and 978. In this example, rod 974' passes through mass 972, with the spring on the opposite side of mass 972. For the single-cylinder engine shown herein, a mass of approximately 6 kg has been found to be appropriate.

[0142] Therefore, as shown, vibrations from engine 290 are transmitted to damping weight 972. Figure 36 In this implementation, only the vibration of the engine is attenuated, and Figure 37 and Figure 38 In this embodiment, the throttle 956 is also attenuated because it is directly connected to the damping weight 972 via the connector 974, and vibrates at the same frequency as the weight 972 and the engine 290. In all embodiments, less vibration is intrinsically transmitted to the frame 964.

Claims

1. A series hybrid electric vehicle having a coupled combustion engine for extending operating range, the vehicle comprising: A range extender, the range extender including a generator; and A combustion engine, comprising a crankshaft fixedly connected to the rotor shaft of the generator of the range extender, wherein a fixed bearing (920) and a first floating bearing (922) are provided on the generator side, and a plurality of bearings on the combustion engine side are configured as floating bearings (594, 596) to absorb the shaft length extension caused by temperature effects, and The crankshaft of the combustion engine (290) is connected to the generator (17) of the range extender via a self-centering spur gear transmission device (552, 910).

2. The electric vehicle according to claim 1, characterized in that, The crankshaft (542) of the combustion engine and the rotor shaft (902) of the generator each include a short shaft (550, 908), and the short shaft (550, 908) is provided with a corresponding spur gear transmission device (552, 910).

3. The electric vehicle according to claim 1 or 2, characterized in that, The crankshaft (542) and the rotor shaft (902) are hollow and connected by connecting screws (912).

4. The electric vehicle according to claim 1, characterized in that, The generator (17) is used as the flywheel mass of the combustion engine.

5. The electric vehicle according to claim 1, characterized in that, The fixed bearing (920) on the generator side is constructed as a ball bearing.

6. The electric vehicle according to claim 1, characterized in that, The first floating bearing (922) on the generator side and the floating bearings (594, 596) on the engine side are constructed as roller bearings with inner rings.

7. The electric vehicle according to claim 1, characterized in that, The first floating bearing (922) on the generator side and the floating bearings (594, 596) on the engine side are constructed as roller bearings, wherein the inner ring is omitted, and the rotor shaft and the crankshaft are directly used as support surfaces to optimize installation space and shaft dimensions.

8. The electric vehicle according to claim 1, characterized in that, The first floating bearing (922) on the generator side and the floating bearings (594, 596) on the engine side are constructed as ball bearings, whereby the inner ring or outer ring of the bearing is mounted in a sliding connection.

9. The electric vehicle according to claim 1, characterized in that, The combustion engine is a single-cylinder engine or a twin-cylinder engine.

10. A series hybrid electric vehicle having a coupled combustion engine for extending operating range, the vehicle comprising: A range extender, the range extender including a generator; and A combustion engine comprising a crankshaft (542) fixedly connected to the rotor shaft (902) of the generator (17) of the range extender, wherein the generator (17) serves as a flywheel for the combustion engine (290) and the crankshaft (542) of the combustion engine, and The rotor shaft (902) of the generator is hollow and each includes a short shaft (550, 908) equipped with a corresponding spur gear transmission device (552, 910).

11. The electric vehicle according to claim 10, characterized in that, The crankshaft (542) of the combustion engine is connected to the generator (17) of the range extender via a self-centering spur gear transmission (552, 910).

12. The electric vehicle according to claim 10, characterized in that, The crankshaft (542) and the rotor shaft (902) are connected by connecting screws (912).

13. The electric vehicle according to claim 10, characterized in that, A fixed bearing (920) and a first floating bearing (922) are provided on the generator side, and the bearings on the engine side are constructed as floating bearings (594, 596) to absorb the length increase of the shaft caused by temperature effects.

14. The electric vehicle according to claim 13, characterized in that, The fixed bearing (920) on the generator side is constructed as a ball bearing.

15. The electric vehicle according to claim 13, characterized in that, The first floating bearing (922) on the generator side and the floating bearings (594, 596) on the engine side are constructed as roller bearings with inner rings.

16. The electric vehicle according to claim 13, characterized in that, The first floating bearing (922) on the generator side and the floating bearings (594, 596) on the engine side are constructed as roller bearings, wherein the inner ring is omitted, and the rotor shaft and the crankshaft are directly used as support surfaces to optimize installation space and shaft dimensions.

17. The electric vehicle according to claim 13, characterized in that, The first floating bearing (922) on the generator side and the floating bearings (594, 596) on the engine side are constructed as ball bearings, whereby the inner ring or outer ring of the bearing is mounted in a sliding connection.

18. The electric vehicle according to claim 10, characterized in that, The combustion engine is a single-cylinder engine or a twin-cylinder engine.

19. A series hybrid electric vehicle having a coupled combustion engine for extending operating range, the vehicle comprising: A range extender, the range extender including a generator, the generator including a rotor; and The combustion engine includes a crankshaft (542) fixedly connected to the rotor shaft (902) of the generator (17) of the range extender, wherein fixed bearings (920) and first floating bearings (922) are provided on opposite sides of the rotor of the generator, and multiple bearings on the engine side are configured as floating bearings (594, 596) to absorb the length extension of the shaft caused by temperature.

20. The electric vehicle according to claim 19, characterized in that, The fixed bearing (920) on the generator side is constructed as a ball bearing.

21. The electric vehicle according to claim 19, characterized in that, The fixed bearing is an external bearing of the generator, and the external bearing is used as a thrust bearing for the crankshaft and rotor shaft.

22. The electric vehicle according to claim 19, characterized in that, The first floating bearing (922) on the generator side and the floating bearings (594, 596) on the engine side are constructed as roller bearings with inner rings.

23. The electric vehicle according to claim 19, characterized in that, The first floating bearing (922) on the generator side and the floating bearings (594, 596) on the engine side are constructed as roller bearings, thereby eliminating the need for an inner ring, and the rotor shaft and the crankshaft are directly used as support surfaces to optimize installation space and shaft dimensions.

24. The electric vehicle according to claim 19, characterized in that, The first floating bearing (922) on the generator side and the floating bearings (594, 596) on the engine side are constructed as ball bearings, whereby the inner ring or outer ring of the bearing is mounted in a sliding connection.

25. The electric vehicle according to claim 19, characterized in that, The generator (17) is used as a flywheel for the combustion engine (290).

26. The electric vehicle according to claim 19, characterized in that, The crankshaft (542) of the combustion engine is connected to the generator (17) of the range extender via a self-centering spur gear transmission (552, 910).

27. The electric vehicle according to claim 19, characterized in that, The crankshaft (542) and the rotor shaft (902) are hollow and connected by connecting screws (912).

28. The electric vehicle according to claim 19, characterized in that, The combustion engine is a single-cylinder engine or a twin-cylinder engine.

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