System and method for range extender and hybrid vehicle propulsion

Abstract

Systems and methods for range extenders and hybrid vehicle propulsion. The present disclosure provides a range extender system that can include a first electric machine. The present disclosure provides a range extender system that can include a first transmission. The present disclosure provides a range extender system that can include an engine. The present disclosure provides a range extender system that can include a first connector for coupling and decoupling the first electric machine to and from the engine. The present disclosure provides a range extender system that can include a second connector for coupling and decoupling the first electric machine to and from the first transmission.

Description

Technical Field

[0001] Various embodiments of this disclosure generally relate to the powertrain of a vehicle, and more specifically to systems and methods for hybrid range-extended powertrains. Background Technology

[0002] Range-extending powertrains in hybrid (e.g., electric and fuel-powered) vehicles include a burner and generator for charging the battery, and a traction motor for providing propulsion to the system (e.g., driving the system). Drive systems can be inefficient when not in use because they add weight to the vehicle. Furthermore, range-extending powertrains require a burner, generator, and traction motor. This results in higher system costs and complex integration.

[0003] This disclosure aims to overcome one or more of these challenges. Summary of the Invention

[0004] In some respects, the technology described herein relates to a range extender system comprising: a first motor; a first gearbox; an engine; a first connector for connecting the first motor to the engine and disconnecting the first motor from the engine; and a second connector for connecting the first motor to the first gearbox and disconnecting the first motor from the first gearbox.

[0005] In some respects, the technology described herein relates to a range extender system, which further includes: a first axle; and a third connector for engaging and disengaging a first gearbox from the first axle.

[0006] In some respects, the technology described herein relates to a range extender system in which a first connector includes a first one-way clutch, and a second connector includes a second one-way clutch.

[0007] In some respects, the technology described herein relates to a range extender system in which a first connector includes a chain drive.

[0008] In some respects, the technology described in this article relates to a range extender system in which the engine is an internal combustion engine.

[0009] In some respects, the technology described herein relates to a range extender system that further includes: a first axle; and a third connector for engaging and disengaging an engine from a first gearbox, wherein the engine drives the first axle directly via the third connector or drives the first axle in parallel with a first electric motor.

[0010] In some respects, the technology described herein relates to a range extender system in which the first connector is one or more of a damper, a chain drive, or a one-way clutch.

[0011] In some respects, the technology described herein relates to a range extender system in which a first connector includes a gear transmission having a gear ratio of 3:1.

[0012] In some respects, the technology described herein relates to a range extender system in which the first connector includes a friction clutch or an electromechanical claw clutch.

[0013] In some respects, the technology described herein relates to a range extender system in which the second connector includes a differential disconnect device.

[0014] In some respects, the technology described herein relates to a range extender system that further includes: a gear train coupled to an engine; and a gear train coupled to a first electric motor, wherein the gear train of the engine and the gear train of the first electric motor are coupled to create a multi-speed connection between the engine and the first electric motor.

[0015] In some respects, the technology described herein relates to a hybrid vehicle comprising: a battery; a fuel tank; a first electric motor; a first transmission; an engine; a first connector for connecting the first electric motor to the engine and disconnecting the first electric motor from the engine; and a second connector for connecting the first electric motor to the first transmission and disconnecting the first electric motor from the first transmission.

[0016] In some respects, the technology described herein relates to a hybrid vehicle that further includes a first axle, wherein a first motor is configured to drive the first axle when the engine is off, and wherein the first motor is configured to generate electrical power when a second connector disengages the first motor from a first gearbox, the electrical power being stored in a battery.

[0017] In some respects, the technology described herein relates to a hybrid vehicle in which the first connector includes a one-way clutch.

[0018] In some respects, the technology described herein relates to a hybrid vehicle in which the second connector includes a one-way clutch.

[0019] In some respects, the technology described herein relates to a range extender system comprising: a first connector for connecting an electric motor to an engine and disconnecting the electric motor from the engine; and a second connector for connecting the electric motor to an axle and disconnecting the electric motor from the axle.

[0020] In some respects, the technology described herein relates to a range extender system that further includes a gearbox connected to an axle, wherein a second connector connects the motor to the gearbox and disconnects the motor from the gearbox.

[0021] In some respects, the technology described herein relates to a range extender system that further includes a third connector for engaging and disengaging the engine from the axle, wherein the axle is driven directly by the engine or in parallel with the electric motor.

[0022] In some respects, the technology described herein relates to a range extender system in which the first connector includes a friction clutch.

[0023] In some respects, the technology described herein relates to a range extender system in which a first connector includes a chain drive.

[0024] Further objects and advantages of the disclosed embodiments will be set forth in part in the description which follows, and will be apparent in part from the description, or may be learned by practice of the disclosed embodiments. The objects and advantages of the disclosed embodiments will be realized and achieved by means of the elements and combinations particularly pointed out in the appended claims.

[0025] It should be understood that the foregoing general description and the following detailed description are merely illustrative and explanatory, and do not limit the disclosed embodiments as claimed. Attached Figure Description

[0026] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate various exemplary embodiments and, together with the description, serve to explain the principles of the disclosed embodiments.

[0027] Figure 1 An exemplary powertrain of a vehicle according to one or more embodiments is depicted.

[0028] Figure 2 An exemplary powertrain of a vehicle having a connector located between a transmission and an axle, according to one or more embodiments, is depicted.

[0029] Figure 3 An exemplary powertrain of a vehicle having a gearbox with the engine directly and indirectly coupled to the axle, according to one or more embodiments, is depicted.

[0030] Figure 4 An exemplary powertrain of a vehicle having multiple connectors according to one or more embodiments is depicted.

[0031] Figure 5An exemplary powertrain of a vehicle having a chain drive device according to one or more embodiments is depicted.

[0032] Figure 6 An exemplary powertrain of a vehicle having a connector including a chain drive is depicted according to one or more embodiments.

[0033] Figure 7 An exemplary powertrain of a vehicle having a multi-speed connection according to one or more embodiments is depicted. Detailed Implementation

[0034] Both the foregoing general description and the following detailed description are exemplary and interpretive only, and do not limit the claimed features. As used herein, the terms “comprises,” “comprising,” “has,” “having,” “includes,” “including,” or other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed or inherent to such process, method, article, or apparatus. In this disclosure, unless otherwise stated, relative terms (such as, for example, “about,” “substantially,” and “approximately”) are used to indicate possible ±10% variation in the stated values. In this disclosure, unless otherwise stated, any numerical value may include possible ±10% variation in the stated values.

[0035] The terminology used below may be interpreted in its broadest and most reasonable manner, although it is used in conjunction with a detailed description of certain specific instances of this disclosure. In fact, certain terms may even be emphasized below; however, any term intended to be interpreted in any constrained manner will be explicitly and specifically defined in this Detailed Description section.

[0036] Range extension can be considered a key technological aspect of hybrid vehicle systems. Therefore, the powertrain can be a critical component of a range-extended propulsion system, transmitting drive force from the engine and / or electric motor to the axles of the hybrid vehicle's overall drive system. Consequently, the reduced weight and / or complexity of range-extended (RE) propulsion systems can be a demanding technology for the performance and reliability of hybrid vehicle systems. However, RE powertrains typically include an internal combustion engine (ICE) and generator dedicated to charging the battery, and a traction motor dedicated to driving the axles. This type of architecture introduces unnecessary inefficiencies and complexity.

[0037] One or more embodiments may include a powertrain with an electric motor that can be coupled to and disconnected from an engine via a connector. One or more embodiments may provide a powertrain with a first connector for coupling the electric motor to and disconnecting the electric motor from the axle's gearbox. One or more embodiments may provide a connector for coupling an engine to and disconnecting the engine from the axle's gearbox. One or more embodiments may provide an engine that can directly drive the axle or drive the axle in parallel with the electric motor.

[0038] Figure 1 An exemplary powertrain of a vehicle according to one or more embodiments is depicted. Powertrain 100 may be the RE propulsion system of a hybrid vehicle 102. Powertrain 100 may include a first inverter 106, a second inverter 108, a first motor 110, a second motor 112, a first connector 114, an engine 116, a fuel tank 118, a second connector 120, a first gearbox 122, and a second gearbox 124. Hybrid vehicle 102 may include powertrain 100, a battery 104, a first axle 126, a second axle 128, a first set of wheels 130, and a second set of wheels 132. Powertrain 100 may provide power to drive the first axle 126 and the second axle 128, and / or powertrain 100 may provide power for storage in the battery 104. The hybrid vehicle 102 may utilize all-wheel drive (e.g., providing propulsion to both the first axle 126 and the second axle 128), rear-wheel drive (e.g., providing propulsion only to the second axle 128), and / or front-wheel drive (e.g., providing propulsion only to the first axle 126). The hybrid vehicle 102 may be powered by combustion fuel (e.g., gasoline) used by an internal combustion engine (e.g., engine 116) and / or electricity used by the first electric motor 110 and the second electric motor 112.

[0039] A first inverter 106 may be connected to a first motor 110, and a second inverter 108 may be connected to a second motor 112. A first axle 126 may be the front axle of a hybrid vehicle 102, and a second axle 128 may be the rear axle of a hybrid vehicle 102. A first connector 114 may connect the first motor 110 to an engine 116 and disconnect the first motor from the engine. The first connector 114 may include a one-way clutch, a selectable one-way clutch, a multi-mode clutch, one or more friction clutches, an electromechanical claw clutch, or any combination thereof. In some examples, when the first connector 114 (or any other connector described herein) includes a one-way clutch, an additional open disconnect device may be required to enable reverse movement of the vehicle 102. In some examples, a selectable one-way clutch may prevent regenerative braking or all-wheel drive reverse movement.

[0040] The second connector 120 can connect the first motor 110 to the first axle 126 via the first gearbox 122 and disconnect the first motor from the first axle. The second connector 120 may include a one-way clutch, a selectable one-way clutch, a multi-mode clutch, one or more friction clutches, an electromechanical claw clutch, or any combination thereof. The engine 116 can drive the first motor 110 via direct connection, chain drive, gear drive, multi-speed gear drive, intermediate gear drive to motor gear drive, chain drive to motor gear train, planetary gear connection, or any combination thereof.

[0041] like Figure 1 As depicted, the powertrain 100 may include two motors (e.g., a first motor 110 driving the first axle 126 and a second motor 112 driving the second axle 128). The architecture of the powertrain 100 allows the first motor 110 to be multifunctional, which allows the powertrain 100 to require only two motors (e.g., the first motor 110 and the second motor 112). Specifically, the first connector 114 and the second connector 120 allow the first motor 110 to provide traction (e.g., driving force) to the first axle 126 and generate electricity for storage in the battery 104 when driven by the engine 116. The first motor 110 can generate electricity during regenerative braking. When the engine 116 is off, the first motor 110 can provide driving power to the first axle 126 as an auxiliary drive system. When the hybrid vehicle 102 does not require all-wheel drive and relies solely on drive from the second motor 112 to the second axle 128, the first motor 110 can be disconnected from the first axle 126 via the second connector 120 and connected to the engine 116 via the first connector 114 to generate electrical power, which is stored in the battery 104. When the first motor 110 is used as a generator or motor, the engine 116 can be connected to the first axle 126 to directly drive the vehicle or to drive the vehicle in parallel with the first motor 110, as will be further described below.

[0042] Figure 2 An exemplary powertrain of a vehicle having a connector located between a transmission and an axle, according to one or more embodiments, is depicted. Figure 2The powertrain 200 depicted may be similar to powertrain 100 and used by hybrid vehicle 102. In addition to the first connector 114 and the second connector 120, powertrain 200 may also include a third connector 202 located between the first gearbox 122 and the first set of wheels 130. Thus, the first gearbox 122 can be engaged with and disengaged from the first set of wheels 130 via the third connector 202. The third connector 202 may include a one-way clutch, a selectable one-way clutch, a multi-mode clutch, one or more friction clutches, a wheel-end disconnect device, a differential disconnect device, an electromechanical claw clutch, or any combination thereof.

[0043] Figure 3 An exemplary powertrain of a vehicle having a gearbox with the engine directly and indirectly coupled to the axle, according to one or more embodiments, is depicted. Figure 3 The powertrain 300 depicted may be similar to powertrain 100 and used by hybrid vehicle 102. In addition to the first connector 114 and the second connector 120, powertrain 300 may also include a third connector 302 located between engine 116 and first transmission 122. Thus, engine 116 can be coupled to and disengaged from the first transmission 122 via the third connector 302. The third connector 302 may include a one-way clutch, a selectable one-way clutch, a multi-mode clutch, one or more friction clutches, an electromechanical claw clutch, or any combination thereof. The third connector 302 may be a direct connection for maintaining the connection between engine 116 and first transmission 122. Figure 3 The architecture depicted allows the engine 116 to drive the first axle 126 directly or in parallel with the first motor 110.

[0044] Figure 4 An exemplary powertrain of a vehicle having multiple connectors according to one or more embodiments is depicted. Figure 4 The powertrain 400 depicted may be similar to the powertrain 300 and used by the hybrid vehicle 102. That is, the powertrain 400 may include a first connector 114, a second connector 120, and a third connector 302. The powertrain 400 may additionally include a fourth connector 402 located between the first gearbox 122 and the first set of wheels 130, similar to... Figure 2 The architecture depicted in the powertrain 200. The fourth connector 402 may include a one-way clutch, a selectable one-way clutch, a multi-mode clutch, one or more friction clutches, a wheel-end disconnect device, a differential disconnect device, an electromechanical claw clutch, or any combination thereof.

[0045] Figure 5An exemplary powertrain of a vehicle with a chain drive according to one or more embodiments is depicted. The powertrain 500 may be an RE propulsion system of a hybrid vehicle. The powertrain 500 may include a front drive unit 502 and a rear drive unit 504. The front drive unit 502 may include an engine 506, a damper 508, a chain drive 510, a one-way clutch 512, a first motor 514, a first gearbox 516, a connector 518, a first axle 520, and a first set of wheels 522. In some examples, the one-way clutch 512 may be a selectable one-way clutch, a multi-mode clutch, an electromechanical claw clutch, or a friction clutch. The rear drive unit 504 may include a second motor 524, a second gearbox 526, a second axle 528, and a second set of wheels 530. The second gearbox 526 may be coupled to the second axle 528 and the second motor 524 to provide drive power from the second motor 524 to the second axle 528 (and subsequently to the second set of wheels 530). The engine 506 may be an internal combustion engine. The engine 506 can drive the first motor 514 via direct connection, chain drive, gear drive, multi-speed gear drive, intermediate gear drive to motor gear drive, chain drive to motor gear train, planetary gear connection, or any combination thereof.

[0046] The combination of damper 508, chain drive 510, and one-way clutch 512 enables the first motor 514 to be coupled to and disconnected from engine 506. The connection between engine 506 and the first motor 514 also facilitates the drive power supplied by engine 506 to the first motor 514. Front drive unit 502 may include connector 518 to engage and disengage the first axle 520 from the drive power of powertrain 500. Connector 518 may be a disconnectable direct connection, clutch, or differential disconnect device. Connector 518 may include multiple clutches for disconnecting the first axle 520. When front drive unit 502 is disconnected, engine 506 can drive the first motor 514 to generate electricity to power the battery driving the hybrid vehicle powertrain 500. Figure 5 (Not depicted in the text) Recharging.

[0047] The front drive unit 502 can be disconnected at any speed of the hybrid vehicle 102. At lower speeds (e.g., less than or equal to approximately 25 mph), the front drive unit 502 and the rear drive unit 504 can be engaged, such that both the first axle 520 and the second axle 528 are driven. At these lower speeds, when the engine 506 is not running, the first electric motor 514 can provide drive power from stored battery power to the first axle 520 for more efficient energy consumption. At higher speeds (e.g., greater than or equal to approximately 25 mph), the engine 506, together with the second electric motor 524, can independently provide drive power to the first axle 520 (e.g., the first electric motor 514 provides no drive power), thereby providing drive power to the second axle 528. At these higher speeds, the engine 506 and the first electric motor 514 can together provide drive power to the first axle 520. The engine 506 can provide drive power only to the first axle 520, and no drive power is provided to the second axle 528.

[0048] A gearbox (not depicted) or chain drive 510 between engine 506 and first motor 514 allows the speed of engine 506 to be matched with the speed of first motor 514. The motor typically operates at a much higher speed than the engine. Gear or chain ratios can be provided to ensure consistent speed for the front drive unit 502. For example, the gear or chain drive between engine 506 and first motor 514 may have a ratio of 2:1, 3:1, 5:1, 7:1, or 10:1. The connection between engine 506 (or, for example, first motor 110) and first motor 514 (or, for example, engine 116) can be a multi-speed connection. By connecting the gear train driven by engine 506 and the gear train driven by first motor 514, intermediate drive can be provided from engine 506 (or, for example, first motor 110) to first motor 514 (or, for example, engine 116).

[0049] Figure 6 An exemplary powertrain of a vehicle having a connector including a chain drive is depicted according to one or more embodiments. Figure 6 The powertrain 600 depicted may be similar to the powertrain 100 and is used by the hybrid vehicle 102. The powertrain 600 may include a first connector 602 having a clutch 604 (e.g., a one-way clutch, an electromechanical claw clutch, etc.) and a chain drive 606 located between the engine 116 and the first electric motor 110. The chain drive 606 may be a gear drive and / or may include a chain or gear ratio to synchronize the rpm (revolutions per minute) between the engine 116 and the first electric motor 110.

[0050] Figure 7An exemplary powertrain of a vehicle with multi-speed connection according to one or more embodiments is depicted. The powertrain 700 may include an engine 702, an engine gear train 704, an electric motor 706, an electric motor gear train 708, an axle differential 710, a first clutch 716, and a second clutch 718. Wheels 712 (or generally, the axle) may be driven by the powertrain 700 and connected to the powertrain 700 via a connector 714. The connector 714 can engage and disengage the wheels 712 and the powertrain 700. The connector 714 may include a one-way clutch, a selectable one-way clutch, a multi-mode clutch, one or more friction clutches, a wheel-end disconnect device, a differential disconnect device, an electromechanical claw clutch, or any combination thereof. The first clutch 716 may operate at a higher speed than the second clutch 718. The first clutch 716 and / or the second clutch 718 may include a selectable one-way clutch, a multi-mode clutch, an electromechanical claw clutch, a friction clutch, or any combination thereof. The engine gear train 704 and the electric motor gear train 708 may be coupled to produce intermediate drive. Therefore, since the engine 702 and the motor 706 are arranged in parallel, the connection between the engine 702 and the motor 706 can create a multi-speed connection between the engine 702, the motor 706 and the wheel 712.

[0051] One or more embodiments can provide a lighter and more affordable powertrain by using both an electric motor and an engine to charge the battery and drive the axles. One or more embodiments can provide a more cost-effective and / or environmentally friendly powertrain by utilizing both an electric motor and an engine to drive the axles and storing electrical energy in the battery. One or more embodiments can reduce the complexity of the powertrain. One or more embodiments can use multiple connectors between powertrain components to adaptively utilize the powertrain according to the vehicle's needs at a given time.

[0052] Other embodiments of this disclosure will become apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. The specification and examples are intended to be illustrative only, and the true scope and spirit of the invention are indicated by the appended claims.

Claims

1. A range extender system, comprising: First motor; First gearbox; engine; A first connector, the first connector being used to connect the first motor to the engine and to disconnect the first motor from the engine; as well as The second connector is used to connect the first motor to the first gearbox and to disconnect the first motor from the first gearbox.

2. The range extender system according to claim 1, further comprising: First axle; as well as A third connector is used to connect and disconnect the first gearbox from the first axle.

3. The range extender system of claim 1, wherein the first connector includes a first one-way clutch, and wherein the second connector includes a second one-way clutch.

4. The range extender system of claim 3, wherein the first connector includes a chain drive.

5. The range extender system according to claim 1, wherein the engine is an internal combustion engine.

6. The range extender system according to claim 1, further comprising: First axle; as well as A third connector is used to connect and disconnect the engine from the first gearbox, wherein the engine directly drives the first axle or drives the first axle in parallel with the first motor via the third connector.

7. The range extender system of claim 1, wherein the first connector is one or more of a damper, a chain drive, or a one-way clutch.

8. The range extender system of claim 1, wherein the first connector comprises a gear transmission having a gear ratio of 3:

1.

9. The range extender system of claim 1, wherein the first connector comprises a friction clutch or an electromechanical claw clutch.

10. The range extender system of claim 1, wherein the second connector includes a differential disconnect device.

11. The range extender system according to claim 1, further comprising: Gear system connected to the engine; as well as A gear train connected to the first motor, wherein the gear train of the engine and the gear train of the first motor are connected to create a multi-speed connection between the engine and the first motor.

12. A hybrid vehicle comprising: Battery; Fuel tank; First motor; First gearbox; engine; A first connector, the first connector being used to connect the first motor to the engine and to disconnect the first motor from the engine; as well as The second connector is used to connect the first motor to the first gearbox and to disconnect the first motor from the first gearbox.

13. The hybrid vehicle of claim 12, further comprising a first axle, wherein the first motor is configured to drive the first axle when the engine is off, and wherein the first motor is configured to generate electrical power when the second connector disengages the first motor from the first transmission, the electrical power being stored in the battery.

14. The hybrid vehicle of claim 12, wherein the first connector comprises a one-way clutch.

15. The hybrid vehicle of claim 14, wherein the second connector comprises a one-way clutch.

16. A range extender system comprising: A first connector, the first connector being used to connect the motor to the engine and to disconnect the motor from the engine; as well as The second connector is used to connect the motor to the axle and disconnect the motor from the axle.

17. The range extender system of claim 16, further comprising a gearbox connected to the axle, wherein the second connector connects the motor to the gearbox and disconnects the motor from the gearbox.

18. The range extender system of claim 17, further comprising a third connector for connecting and disconnecting the engine from the axle, wherein the axle is driven directly by the engine or in parallel with the motor.

19. The range extender system of claim 17, wherein the first connector comprises a friction clutch.

20. The range extender system of claim 17, wherein the first connector includes a chain drive.

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