Integrated switchable clutch device of a hybrid electrical arrangement for an internal combustion engine

Abstract

Integrated switchable clutch device of a hybrid electrical arrangement for an internal combustion engine (8) comprising the following: a power-machine-side part designed to be coupled to a rotatable shaft of the power machine for coaxial rotation, a drive-side part designed to drive an auxiliary power unit, to be selectively engaged with the power-side part and to be driven by an electric motor at a front of the drive-side part opposite a rear of the drive-side part that points to the rotatable shaft of the power unit, and an engagement actuator designed to selectively engage the drive-side part with the power-side part, wherein the drive-side part concentrically surrounds at least a part of the coupling (15) along a coupling device rotation axis, characterized by the fact that The coupling device further includes: a clutch actuator (22) designed to move the power-side part of the clutch (15) and / or the drive-side part of the clutch (15) axially into and out of engagement with the other part of the clutch (15) – the power-side or the drive-side part, wherein the clutch actuator (22) is a pneumatic actuator.

Description

[0001] The present application claims priority over US application no. 15 / 378,853, filed on December 14, 2016, which is hereby incorporated by reference in its entirety. AREA OF INVENTION

[0002] The present invention relates to hybrid electric vehicles and in particular to a system for the selective coupling of a hybrid energy generation and storage system with an internal combustion engine. BACKGROUND OF THE INVENTION

[0003] Hybrid electric vehicles, which combine an internal combustion engine with a motor / generator and an electrical energy storage system, are receiving particular attention in the automotive sector, especially in the passenger car sector. The development of hybrid electric vehicle systems has only recently begun to gain significant traction in commercial and off-road vehicles, such as trucks and buses in vehicle classes 2-8, earthmoving equipment, rail applications, and stationary internal combustion engine-powered installations.

[0004] Hybrid electric technologies offer numerous advantages, including improved fuel efficiency, reduced emissions from internal combustion engines and vehicle noise to help meet regulatory requirements, enhanced vehicle performance, and lower fleet operating costs. These benefits are largely derived from the ability of hybrid electric systems to recover energy that would otherwise be wasted (such as mechanical energy from braking, which would otherwise be dissipated as heat to the environment) and return that energy when needed, such as powering vehicle components instead of using the internal combustion engine as the energy source, or assisting with vehicle propulsion.

[0005] Typically, the motors / generators of hybrid electric vehicles are either positioned independently of the internal combustion engine (for example, using separate electric motors to drive and recover energy from the front wheels, while the engine provides propulsion power to the rear wheels) or are coupled to the engine, for example, in the "rear part" of the engine (that is, the end where the engine's flywheel is located) or integrated between the engine and the drivetrain to the wheels. This "rear part" position allows the motor / generator unit to deliver torque directly to the vehicle's drivetrain and wheels and to be directly driven by the drivetrain, for example, during regenerative braking.Examples of the latter include flywheel motors / generators, in which a conventional engine flywheel is modified to serve as the engine / generator rotor, and a concentrically mounted stator is positioned around the flywheel, and separate electric motors located between the engine and the drive wheels, such as a so-called "two-mode hybrid" transmission offered by General Motors in the 2009 GMC Silverado light pickup truck, in which the transmission incorporates two electric motors for vehicle propulsion and the generation of electrical power.

[0006] Another way to add a motor / generator to an internal combustion engine is through the use of so-called starter-generators. In this approach, an electric motor is directly coupled to the engine to act as both an electric generator (a function traditionally performed by a belt-driven alternator) and an engine starter, thus reducing the weight and cost of dual alternator and starter electric motors. Such starter-generator systems are particularly useful in engine stop-start systems, which shut off the engine during periods when the vehicle is stationary to save fuel and reduce idling emissions.Starter-generators are positioned both behind the engine (for example, a properly designed flywheel motor / generator can also be used as a starter) and at the front of the engine, where the starter-generator can drive a belt directly coupled to the engine's crankshaft. An example of the latter system is the "belt-driven alternator starter" system offered by General Motors as an option in the 2007 Saturn Vue sports utility vehicle.These systems are very difficult to adapt to large power machines, such as commercial vehicle diesel engines, because the electric motor would need to be larger to cope with the much higher torque requirements of these power machines under heavy-duty operating conditions, such as starting and running various components (for example, a power machine fan can require over 50 kW of power, a load that demands high torque to drive the fan belt). Furthermore, the belt drive in such an enlarged system would need to be capable of transmitting the high torque levels; this is something that may not be possible or at least not practical, since thicker and wider drive belts and pulleys sufficient to handle the torque requirements can be so much larger and heavier than their automotive counterparts that they become too heavy, too large, and / or too expensive.

[0007] Another approach to electrification involves using multiple individual electric motors to drive energy-consuming engine and vehicle auxiliary components, such as air conditioning compressors, power steering pumps, air compressors, engine fans, and coolant pumps, individually to reduce fuel consumption by removing auxiliary loads from the engine. However, this approach significantly increases vehicle weight, cost, and the length and complexity of wiring harnesses and control system lines, potentially negating any fuel economy or emissions reduction improvements achieved by removing auxiliary loads from the engine.

[0008] State-of-the-art hybrid electric vehicle systems suffer from several disadvantages that have hampered their use in applications such as commercial vehicles. These include: design difficulties associated with attempting to enlarge hybrid electric powertrain components to cope with the very high torque output of large power units (usually high-torque diesel engines); the interdependence of the power unit and engine / generator operation resulting from these components being either integral to the rear of the power unit or located directly in the powertrain (that is, both the power unit and the engine / generator must rotate together, even when rotation of one or the other is unnecessary or even detrimental to the overall operating performance of the vehicle); and the inability toTo independently meet "hotel loads" (for example, overnight climate control and 120-volt power requirements in a commercial tractor sleeper cab) without either operating the vehicle's engines or a separate, vehicle-mounted auxiliary power unit (APU), such as a dedicated, self-contained internal combustion engine package or a dedicated battery package containing multiple conventional batteries and associated support equipment. These auxiliary power units are very expensive (typically several thousand dollars), heavy, and require a great deal of space on the already space-constrained vehicle. They also have, in the case of a fuel-burning APU, further disadvantages in the form of potential hazards associated with open flames and the generation of carbon monoxide, which could enter the sleeper cab during the driver's rest period.And in the case of a fully electric APU, it may not be possible to recover sufficient energy to supply all of the vehicle's auxiliary system requirements over extended periods when the vehicle's engine is switched off.

[0009] Generously integrated switchable coupling devices of hybrid electrical arrangements for an internal combustion engine are known, for example, from the publications DE 10 2004 004 078 A1, DE 603 ​​08 927 T2 or US 2008 / 0153638 A1. SUMMARY OF THE INVENTION

[0010] The present invention solves these and other problems by providing a hybrid electric vehicle system positioned at the front end of a power unit, wherein a motor / generator is arranged in a manner that requires little or no increase in the length of the front of the vehicle. As used in this description, the “front end” of the power unit is the end opposite the end from which torque output generated by the power unit is transmitted to the primary torque consumers, such as a transmission and drive axles of the vehicle, or a stationary load of the power unit system, such as a pump drive.Typically, the rear end of an engine is where the engine's flywheel is located, and the front end is where components such as auxiliary units driven by the engine are located (for example, air conditioning and compressed air compressors, engine fans, coolant pumps, power steering pumps). Although the following discussion focuses primarily on commercial vehicle configurations where the engine crankshaft is aligned with the vehicle's longitudinal axis, the present invention is not limited to front-mounted engine applications with a longitudinally oriented engine, but can also be used with transversely mounted engines (including transversely mounted engines positioned in the front or rear of a vehicle), which also have highly space-constrained environments in the area adjacent to the engine end opposite the flywheel end.

[0011] An integrated switchable clutch device according to the invention for a hybrid electrical arrangement for an internal combustion engine comprises a power-side part configured to be coupled for coaxial rotation with a rotatable shaft of the power engine, a drive-side part configured to drive a power engine auxiliary drive, to be selectively engaged with the power-side part and to be driven by an electric motor on a front side of the drive-side part opposite a rear side of the drive-side part facing the rotatable shaft of the power engine, and an engagement actuator configured to selectively engage the drive-side part with the power-side part, wherein the drive-side part concentrically surrounds at least a part of the clutch along a clutch device rotation axis.wherein the coupling device further comprises a coupling actuator configured to axially move the power-side part of the coupling and / or the drive-side part of the coupling into and out of engagement with the respective other part of the coupling – the power-side or the drive-side part – wherein the coupling actuator is a pneumatic actuator.

[0012] Preferably, in the front-end motor / generator system of the present invention, the motor / generator is positioned in the front region of the engine and offset laterally to the side of the engine crankshaft's axis of rotation. The motor / generator is preferably supported on a torque transmission segment (also referred to as a "drive unit"), for example, a shallow parallel shaft gearbox with a single reduction ratio, whose input axis of rotation is coaxial with the engine crankshaft. The motor / generator is preferably positioned either behind the torque transmission segment in a space between the engine and an adjacent longitudinal frame member of the vehicle chassis, or in front of the torque transmission segment in a space below the vehicle's coolant radiator.The present invention is not limited to these positions for the motor / generator, but it can instead be positioned at any point in the area near the front end of the power machine, as long as the torque transmission segment to which it is attached can be aligned with the power machine crankshaft axis of rotation.

[0013] Preferably, the torque transmission segment also provides a suitable gear ratio between its input and outputs (for example, a ratio of 2:1) to better match the engine and motor / generator speeds, that is, to provide a speed increase from the engine to the motor / generator and a speed reduction from the motor / generator output. The torque transmission segment can be a gearbox with gears or another drive arrangement, such as a chain drive, on the motor / generator side of a disengageable clutch device (discussed further below) between the engine crankshaft and the torque transmission segment, which transmits torque between the engine / generator end and the engine end of the torque transmission segment.The torque transmission segment has an axially narrow profile so that it can be accommodated between the front end of the engine crankshaft and any components in front of the engine, such as the engine's coolant radiator.

[0014] An important feature of the present invention is that the motor / generator exchanges torque with the engine crankshaft via a switchable clutch device (i.e., one that can be disengaged) between the torque transmission segment and the front end of the crankshaft. The switchable clutch device comprises an engine-side part that is directly coupled to the engine crankshaft, a drive part that can be engaged with the engine-side part to transmit torque between them, and an engagement device, preferably an axially actuated clutch, between the drive part and the engine-side part.The power-driven portion of the coupling assembly incorporates a crankshaft vibration damper (hereinafter referred to as the "damper"), unlike a conventional crankshaft damper, which has traditionally been a separate element fixed to the crankshaft as a dedicated crankshaft vibration suppression device. This arrangement allows for flexible torque transmission between the auxiliary drive, the engine / generator, and the power unit. For example, the auxiliary drive may be powered by various torque sources (such as the power unit and / or the engine / generator), the power unit may be the torque source for driving the engine / generator as an electric generator, and / or the engine / generator may be coupled to the power unit and operated as a motor to act as an additional vehicle propulsion torque source.

[0015] A particularly preferred switchable clutch device is an integrated clutch-pulley-damper unit in which the clutch is located between the engine-side damper section and the drive section. The drive-side section includes a drive flange configured for coupling with the engine end of the torque transmission segment, the drive flange also incorporating one or more drive pulley sections on its outer circumference. This preferred configuration also features all three components—the pulley, the clutch, and the damper—arranged concentrically, with at least two of these elements partially overlapping each other along their axis of rotation. This arrangement results in a disengageable clutch device with a significantly minimized axial depth to facilitate FEMG (front-end motor-generator) mounting in the space-constrained environment in front of an engine.The axial depth of the coupling device can be further minimized by reducing the axial depth of the coupling, pulley and damper to a point where the drive pulley extends concentrically around all or at least substantially all of the coupling and the engine-side damper portion of the coupling device.

[0016] Alternatively, one or more of the three clutch, pulley, and damper parts can be arranged coaxially with the other parts, but without axial overlap, as required to conform to the specific front-end configurations of power machines from various power machine suppliers. For example, in a power machine application where a belt drive is not aligned with the damper (that is, the damper does not have belt drive grooves around its outer circumference, as in some Cummins® power machine configurations), the belt drive surface of the pulley part of the clutch assembly need not axially overlap the damper.In other applications with belt drive surfaces on the outer circumference of the damper and another belt drive surface on a pulley mounted in front of the damper, such as in some Detroit-Diesel® engines, the clutch assembly used in place of the original damper and the pulley may be arranged with both belt drive surfaces on a single pulley that extends axially over the damper (that is, the damper essentially overlaps both the damper and the clutch), or the belt drive surface on the outer circumference of the damper may be retained (for example, to drive engine auxiliary components that are never disconnected from the crankshaft, such as an engine coolant pump), while the other belt drive surface is positioned on the pulley link that extends axially over the clutch.

[0017] Although the following description refers to the connection of the damper part of the switchable clutch device with the engine crankshaft, the connection between the switchable clutch device and the engine is not limited to a connection with the crankshaft, but can be connected to any rotatable shaft of the engine that is accessible from the front end of the engine and that can transmit torque between the engine and the motor / generator, such as a crankshaft-driven auxiliary shaft or a suitably designed camshaft with a shaft end accessible from the front.Although the following description refers to the connection of a part of the switchable clutch assembly, which includes the damper, to the engine crankshaft, the engine-side connection of the switchable clutch assembly is not limited to a part having a damper, but includes parts without a damper (such as a plate link) that can be connected to a rotatable engine shaft while supporting an engine-side part of the disengageable clutch assembly (such as holding an engine-side clutch plate of the switchable clutch assembly relative to a pulley-side clutch plate).

[0018] The FEMG motor / generator is preferably electrically coupled to a unit for storing electrical energy (also referred to as an "energy storage device"). This energy storage device preferably includes both batteries suitable for high-performance long-term energy storage, such as lithium-based batteries that can store and release large amounts of energy at medium charge / discharge rates, and supercapacitors that can receive and release electrical energy at very high charge / discharge rates that exceed the capabilities of lithium batteries.This combination provides an energy storage system that can interact with the motor / generator to absorb and / or release electrical current for short periods at higher than normal levels (i.e., over a wider range of motor / generator input and output loads than could be handled by battery cells), while also providing battery-based long-term energy storage and return at lower charge and discharge rates.

[0019] Although the present disclosure relates primarily to the use of the FEMG system in vehicle applications (especially commercial vehicle applications), the FEMG system is also well suited for use in stationary power machine systems (for example, standby diesel generators), off-road vehicle power machine applications, such as self-propelled construction equipment, and other power machine applications where the space available to provide hybrid electric capability at the front end of the power machine is limited. Overview of FEMG drive for auxiliary power units

[0020] Engine auxiliary components are conventionally belt-driven, being driven directly by the engine crankshaft via a drive pulley bolted to the crankshaft. In the FEMG system, the engine auxiliary components are also driven by a pulley, but the pulley is positioned on the engine / generator side of the clutch pulley damper (the "drive unit" defined above). The clutch pulley damper unit's pulley is driven either by the engine when the clutch is engaged or by the engine / generator when the clutch is disengaged. When the pulley clutch damper is disengaged, all of the engine auxiliary components driven by the pulley are disconnected from the engine, thus removing their respective power requirements from the engine.Isolating the auxiliary components from the main engine reduces fuel consumption when the main engine is running. Furthermore, because the auxiliary components can be driven independently by the FEMG motor / generator via the torque transmission segment while the clutch is disengaged, the main engine can be switched off or idled with little or no parasitic load while the vehicle is stationary, thus saving fuel and reducing emissions.

[0021] Furthermore, improvements in system performance can be obtained when the clutch-pulley-damper unit is disengaged, as the operating speed of the engine / generator can be varied as desired to operate one or more of the auxiliary power units at a speed providing increased operating power, while other auxiliary power units are operated at speeds with suboptimal power, if this reduces overall energy consumption.

[0022] To increase system power, some or all of the auxiliary power units can be equipped with individual drive clutches (either on / off or variable-slip engagement) to allow selective auxiliary power unit operation, while other auxiliary power units are switched off or operated at reduced speed. The combination of the ability to operate the engine / generator at variable speeds and the ability to selectively engage, partially engage, and disengage individual auxiliary power unit clutches provides the possibility of tailoring auxiliary power unit energy consumption only to that required by the current operating conditions, further increasing overall system power.

[0023] If an auxiliary power unit has a high power input requirement that must be met in the current vehicle operating condition, as an alternative, the engine / generator can be driven at a speed that ensures that the auxiliary power unit with the highest demand can operate, while other auxiliary units are operated at a power level that is below optimum or are disconnected from the engine / generator drive by their respective clutches (if equipped so).

[0024] Preferably, an FEMG control system, discussed further below, executes an algorithm that evaluates factors such as data on the operational power unit of the auxiliary unit and information on the current vehicle operating state (e.g., energy storage state of charge ("SOC"), power unit torque delivery requirement, coolant temperature) to select a combination of vehicle operating parameters (e.g., individual power unit of auxiliary unit clutch engagements, auxiliary unit operating speeds, clutch pulley-damper pulley speed and engagement state, engine / generator speed and torque delivery) and thus determine a compromise configuration of clutch device and clutch engagement states and component operating speeds that meet the vehicle's operating needs while reducing fuel and energy consumption.Although the provision of superior overall system performance can be achieved by operating the engine / generator at a speed and torque output that places as many auxiliary power units as possible in or near their peak operating power states, a specific vehicle requirement (such as the need to operate the engine fan with high torque to control the engine coolant temperature) may cause the FEMG to control the engine / generator speed and / or torque output to ensure that the specific requirement is met, and then operate the other individual auxiliary power units driven by the clutch pulley damper as efficiently as possible under the prevailing vehicle operating conditions.

[0025] If the current demand for vehicle propulsion torque from the engine is high (and the charge state of the energy storage allows it), the FEMG control can analogously control the clutch pulley damper to be switched into an engagement state and control the engine / generator to supply additional torque to the engine crankshaft in order to increase the overall output of propulsion torque, even if this results in the engine auxiliary units being operated at a power level that is below optimum, since their speeds are linked to the crankshaft speed. Overview of engine / generator applications

[0026] When operating conditions permit, the clutch pulley damper can be engaged, allowing the engine / generator to recover mechanical energy from the engine's crankshaft (that is, recovering mechanical energy from the wheels, which is transmitted through the drivetrain to the engine / generator's crankshaft). The clutch can be engaged, for example, during deceleration to allow the engine / generator to act as a generator in a regenerative braking mode. This mode also generates cost savings in terms of reduced brake pad or shoe wear and fuel consumption by minimizing brake air usage and the associated compressed air consumption, which in turn reduces the need for an air compressor and energy consumption.The clutch can also be engaged when there is no other requirement for "negative torque", such as when there is a need to provide a deceleration force to minimize unwanted vehicle acceleration due to gravity when the vehicle is traveling downhill.

[0027] When the disengageable pulley clutch damper is engaged and operating conditions permit, the engine / generator can be operated as a torque-generating engine to supply additional torque to the power engine crankshaft, thereby increasing the overall torque output supplied to the vehicle drivetrain to improve vehicle acceleration.

[0028] Another use of the engine / generator is as a primary engine starter, eliminating the need for a heavy, dedicated starter motor. In this operating mode, the clutch pulley damper is engaged to allow direct transmission of engine / generator torque to the engine crankshaft. This application is well-suited to the engine / generator's operating characteristics, as it is capable of producing very high torque output from a standstill at zero RPM, and almost instantly. The engine / generator's very fast response time and its ability to repeat this process without overheating make an FEMG system an excellent choice for use as a primary engine starter in a fuel-efficient engine stop-start system, where the engine is started and stopped several times a day.The ability to achieve a short restart response time is highly desirable in stop-start system applications, where it is well known that drivers express dissatisfaction with any significant delay in the automatic engine restart in response to their request to begin moving again (usually a request triggered by releasing the vehicle's brake pedal after a traffic light turns green). For example, drivers typically find a delay of one or more seconds before the engine starts and the vehicle begins to move at least annoying, if not entirely unacceptable.

[0029] Alternatively, the FEMG system's motor / generator can be operated as a power machine starter in conjunction with a pneumatic starter motor that converts stored compressed air pressure into mechanical torque output (a pneumatic starter is typically lighter and less expensive than a conventional electric starter motor). The weight and cost of the FEMG system can be improved with a combined FEMG / pneumatic starter arrangement, as the additional torque output of the pneumatic starter can allow the FEMG motor / generator size to be reduced in cases where the highest expected torque demand on the FEMG motor / generator is associated with power machine starting (especially cold starts).In such a case, the FEMG motor / generator can be dimensioned to meet the torque requirement of the next lower requirement (for example, the highest expected torque requirement from the combination of power machine auxiliary units with the highest requirements), with the pneumatic starter available to provide the additional power machine starting torque required, which is higher than that provided by the smaller FEMG motor / generator.

[0030] The motor / generator can also be driven by the engine via the engaged clutch-pulley-damper coupling in a way that eliminates the need for a heavy, dedicated alternator to supply operating voltage for typical 12-volt DC electrical circuits in the vehicle, such as vehicle lighting circuits, power supplies for electronic modules, and 12-volt driver comfort features (heated seats, sleeper cab electrics, etc.). With an FEMG system, the required 12-volt power supply can be easily provided by a voltage converter that reduces the operating voltage of the energy storage device (in the range of 300-400 volts) to the 12 volts required by the vehicle's electrical circuits.Thus, the generation of electrical energy for charging the energy storage system by the motor / generator provides a 12V electrical energy source, eliminating the need for a conventional engine-driven alternator. Storing large amounts of energy in the energy storage system also allows for weight and cost savings by reducing the number of 12V batteries required to meet the vehicle's various needs. For example, a vehicle that might conventionally have four separate 12V batteries may, together with the energy storage system, require only a single 12V battery.

[0031] Similarly, a voltage converter can be used to directly supply 120 volts AC to the vehicle, for example, the sleeper cab, for the operation of appliances or an air conditioner, or to an attached trailer for the operation of trailer equipment such as refrigeration units (the latter preferably with a trailer connection to the vehicle's CAN system for tractor-oriented monitoring and control of the trailer's auxiliary equipment). If the energy storage system is designed to provide sufficient storage capacity, the FEMG system also eliminates the need to equip a vehicle with an expensive and heavy combustion engine-driven auxiliary generator to support vehicle operation when the engine is switched off for extended periods.For example, an APU would no longer be required to provide power for a sleeper cabin air conditioning system during the driver's nightly rest periods.

[0032] The FEMG can potentially also be used as an active damper to counteract rapid torque reversal pulses (“torque ripple”) that are sometimes encountered under varying load, speed, and environmental conditions. In this application, the FEMG control module would receive signals from vehicle sensors indicating the presence of torque ripple and issue commands to the motor / generator to generate counter-torque pulses timed to cancel out the powertrain torque reversal pulses. This FEMG-based active damping would help protect the powertrain from mechanical damage caused by the high stresses generated by the rapid changes in torque loads and would also improve ride comfort by eliminating the rapid accelerations / decelerations transmitted through the vehicle chassis to the passenger compartment.

[0033] The switchable clutch device of the present invention can also be used with a dynamic heat generator, either in an FEMG system or in an installation without a motor / generator, to perform a number of additional functions and to provide additional benefits, including potential reductions in emissions and savings in operating costs.

[0034] Overview of FEMG control programming and operating procedures

[0035] In a preferred embodiment, a FEMG controller, preferably in the form of an electronic control module, monitors several vehicle signals, including signals available on the vehicle's CAN and / or SAE J1939 bus network, if the vehicle is equipped accordingly. One of the signals can be a state-of-charge (SOC) indicator from a battery monitoring system, which, among other parameters, monitors the state of charge of the energy storage device. The control module can, for example, be programmed to detect three state-of-charge levels: a minimum state of charge (e.g., 20%), an intermediate state of charge (e.g., 40%), and a maximum state of charge (e.g., 80%).The control module can further be programmed to include the charge state as a factor in determining when the clutch of the clutch pulley damper should engage and disengage, at what speed the engine / generator should be operated, the operating speeds of some or all of the auxiliary power units driven by the pulley of the clutch pulley damper, and which combination of vehicle component operation and operating parameters increases the overall operating power of the vehicle while meeting the current operating needs of the vehicle and fulfilling requirements for safe vehicle operation (for example, maintaining at least a required minimum air pressure in the compressed air storage tanks of the vehicle's compressed air system by operating the air compressor, even if this reduces the overall energy efficiency of the vehicle).

[0036] In one embodiment, when the energy storage device's charge level falls below the minimum charge level, the clutch of the clutch-pulley damper can be engaged, and the motor / generator can be controlled by the control module to generate electrical energy for storage. In this operating mode, the motor / generator is driven by the engine or by the wheels via the drivetrain. Once the charge level rises above the minimum charge level, the clutch-pulley damper can remain engaged until the intermediate charge level is reached, and the motor / generator can be controlled to generate electrical energy only during braking, deceleration, or negative torque events.This mode allows the engine / generator to use mechanical energy not provided by the power unit on a availability-based basis to further charge the energy storage, while further minimizing the amount of energy that the power unit must provide to the engine / generator and thereby reducing fuel consumption.

[0037] After reaching the intermediate charge level, the control module can, in a different operating mode, determine that the clutch of the clutch-pulley damper can be disengaged and the engine / generator can be used as a motor to generate torque to drive the auxiliary power units without assistance from the engine. That is, the engine / generator becomes the sole drive energy source for the auxiliary power units. In this mode, the engine / generator draws stored electrical energy from the energy storage system to generate torque that is supplied via the drive unit transmission to the pulley of the clutch-pulley damper to drive auxiliary power units, such as the engine fan and the air compressor of the compressed air supply system.By decoupling the engine from the torque requirements of its auxiliary components, the engine can operate with a lower parasitic torque load, thus reducing fuel consumption or providing more engine torque output for propulsion. Alternatively, if the engine / generator can operate in engine mode to drive the auxiliary components, the engine can be switched off completely, such as in stop-and-go traffic in a vehicle equipped with a start-stop system.

[0038] Between the intermediate charge level and the maximum charge level, the front-end engine / generator control module continues to monitor the vehicle's operating condition and can take advantage of a braking, deceleration, or negative torque event to further charge the energy storage device without using engine fuel by engaging the clutch of the clutch-belt damper and driving the engine / generator to produce electrical energy. While charging during a braking, deceleration, or negative torque event can occur at any time the energy storage device is below the maximum charge level, this embodiment reduces fuel consumption and improves overall performance by avoiding the use of engine fuel for charging above the intermediate charge level.

[0039] The engine / generator can, at any point above the minimum charge level, operate as a motor to generate torque supplied to the engine crankshaft to supplement the engine torque output, thereby increasing the torque available for propelling the vehicle. The increased torque output to the drivetrain enables improved vehicle acceleration and offers additional benefits, such as improved fuel economy due to fewer gear shifts and faster acceleration to cruising speed (for example, "gear skipping," where the engine / generator provides sufficient engine torque to allow one or more gears to be skipped when the vehicle accelerates, thus reducing the time to cruising speed and fuel consumption).Furthermore, in vehicles equipped with pneumatic boost systems (PBS - systems that inject compressed air into the engine inlet to provide very rapid additional engine torque output), compressed air consumption can be reduced by using the virtually instantaneous torque boost from the engine / generator whenever possible, instead of using compressed air injection from the PBS system to generate additional engine torque output. This in turn reduces fuel consumption and component wear (the consumption and wear associated with the additional operation of an air compressor to replenish the compressed air supply).

[0040] Once the FEMG control module has determined that the maximum charge level has been reached and therefore no further input of electrical energy into the energy storage system is desired, the control module prevents the motor / generator from operating as a generator to protect the energy storage system from damage due to overcharging. In this mode, the motor / generator can only be used as an electric motor to drive the auxiliary power units and / or to provide additional drive torque for the power unit, or it can be allowed to rotate in a non-power-generating idling state if there is no current auxiliary power unit demand.

[0041] The FEMG control unit preferably communicates with several vehicle control units, such as the vehicle's brake control unit (which can control various types of brakes, such as pneumatic or hydraulic brakes), the engine and / or transmission control unit, and the one or more control units that manage the energy storage system. This communication allows for the coordination of the vehicle systems' operation. For example, in the case of a braking demand that is low enough to require only the use of an engine retarder, the brake control unit and the FEMG control module can signal each other to prioritize the engine / generator over the retarder, so that the engine / generator provides regenerative braking when the energy charge level allows for the storage of additional electrical energy (i.e., when the energy storage charge level is below the maximum permissible level).If operating conditions do not favor generating additional electrical energy from the motor / generator, the FEMG control module can, conversely, signal this to the brake control unit, which then activates the retarder to provide the desired level of braking force. Communication between the control units preferably occurs continuously, ensuring rapid status updates. For example, the brake control unit could signal the FEMG control module to reduce the level of regenerative braking force if the driver reduces the braking force applied during braking.

[0042] Another example of possible communication between the controllers is the coordination of the air compressor operation with the energy storage management.The air compressor control can signal the FEMG control module to operate the motor / generator with the clutch-pulley-damper clutch disengaged (engine running or switched off) in order to drive the air compressor at a set speed to replenish the compressed air reservoir, which results from a large air consumption demand (such as the tire inflation system attempting to counteract a large loss of tire pressure, a large loss of air in tractor or trailer air lines, the use of an air support on the trailer, heavy venting during ABS system brake pressure modulation or trailer stability system activation on low-friction road surfaces, the operation of a pneumatically operated kingpin locking / unlocking device, or the actuation of a pneumatically operated lifting axle).

[0043] Additional operational improvements provided by the FEMG system

[0044] In addition to the features, capabilities, and advantages already mentioned, the front-end engine / generator approach of the present invention has the significant advantage that it does not require substantial modifications to the front of a vehicle, such as extending the front end of a commercial tractor or increasing the dimensions of the engine compartment of a diesel-powered city bus. This is directly attributable to the fact that the FEMG system, through the use of the integrated clutch-pulley-damper unit and the associated axially narrow drive unit for the lateral transmission of torque to / from the engine / generator, can be easily accommodated between the front end of the engine and the engine's coolant radiator.As a result, the FEMG system is particularly well suited for integration into existing vehicle designs, both during the process of new vehicle assembly and by retrofitting existing internal combustion engines to upgrade older vehicles (especially commercial vehicles) and stationary power plant systems with hybrid electric technology.

[0045] Another operational advantage provided by the FEMG system is the ability of the engine / generator to assist the power unit in providing short bursts of "overspeed" vehicle operation. In such an application, the vehicle's controls coordinate the delivery of additional torque from the engine / generator during a temporary override of the vehicle's speed controller to allow for brief "speed bursts," for example, to quickly complete an overtaking maneuver involving a vehicle traveling at a similar speed, such as another large truck.Although the use of such an operating mode should be limited to short, infrequent periods to minimize excessive stress on the engine and drivetrain components, the FEMG system could be programmed to provide a driver-activated "overspeed" mode—that is, a driver-selectable option (for example, a "push-to-pass" button)—to briefly increase speed as needed. Preferably, such a push-to-pass mode could be coordinated via the CAN network with the vehicle's blind spot monitoring system, allowing, for example, the overspeed operation to terminate automatically once the blind spot monitoring system indicates that the overtaken vehicle is no longer alongside.This coordination would include, as part of ending this mode, the FEMG control module ceasing to supply the engine / generator's crankshaft with additional torque.

[0046] Additional torque from the engine / generator has further applications, such as reducing driver fatigue in a driver assistance system by automatically adding torque if this would minimize the need for the driver to manually shift the transmission device, particularly when driving uphill (and if related safety requirements are met, such as the camera of the adaptive cruise control system and / or radar systems of the vehicle not detecting any obstacles).

[0047] Additional engine / generator torque can also be used in a trailer weight determination system where a known additional torque level is added and a measurement of the resulting vehicle acceleration during the additional torque application is used in a vehicle mass calculation.

[0048] Adding extra drive torque from the engine / generator should be restricted in cases where safety concerns exist. For example, the activation of additional torque output should be blocked if a low-friction signal is received from the trailer, indicating that the trailer wheels are encountering a low-friction surface.

[0049] The application of the FEMG system is not limited to applications where the engine / generator is the sole electrical generator. Synergies can be achieved by adding a front-end FEMG installation to a power unit and / or drivetrain that also includes a motor / generator unit downstream of the crankshaft side of the FEMG coupling, for example, at the rear end of the power unit (such as a flywheel motor / generator), in the downstream drivetrain (such as a motor / generator integrated into a gearbox), or at the front end of the crankshaft, i.e., on the constantly engaged side of the FEMG coupling-pulley-damper unit.

[0050] The combination of a FEMG system and a "rear-end" hybrid electrical arrangement presents opportunities for overall vehicle operational improvements. For example, the presence of both front-end and rear-end systems can allow for a reduction in the size and weight of the motors / generators while still meeting vehicle requirements, because no single motor / generator needs to be sized to handle all of the vehicle's electrical demands, as there is no longer a need to meet all of the vehicle's electricity generation and supply requirements with just one motor / generator.Furthermore, the presence of two motors / generators can increase operational flexibility if each is able to meet at least essential vehicle requirements in the event of failure of the other motor / generator, thus allowing further operation of the vehicle, perhaps with reduced power, until a time or place is reached where repairs can be carried out.

[0051] The operation of a FEMG system and a rear-end engine / generator can also be coordinated to distribute and / or jointly handle loads on a demand basis to optimize vehicle operation. For example, loads can be shared between the engine / generators when the FEMG system handles power unit auxiliary drive and energy storage charging requirements, while the rear-end engine / generator assists vehicle propulsion by providing additional torque output to the vehicle powertrain to support the power unit.An example of synergy would be using the rear-end motor / generator to receive and store regenerative braking energy from the drivetrain, while the FEMG remains decoupled from the crankshaft to improve the power unit's auxiliary drive performance (i.e., allowing the rear-end motor / generator to absorb regenerative braking energy even when the FEMG system is decoupled from the crankshaft and therefore unable to absorb otherwise wasted braking energy). The flexibility of combining an FEMG system with another partial hybrid system is limitless; for example, operating both motors / generators together with the FEMG clutch engaged so that both provide additional drive torque, or using both to absorb and store regenerative braking energy, etc.

[0052] FEMG components and controls can also be designed for use in applications that benefit from the ability to disengage auxiliary power units from the engine crankshaft, but do not require the electricity-generating capability that a complete FEMG system installation would provide. Such engine-only applications may include vehicles with operational requirements that do not necessitate the additional cost and complexity of a high-voltage electrical energy storage and distribution system, but can still benefit from performance improvements by exploiting the FEMG system's ability to decouple the engine crankshaft from the auxiliary power unit drive and use an FEMG motor to drive the auxiliary power units.Such pure engine operation can be provided by a smaller, simpler battery pack, the charge of which could be maintained by the vehicle's engine alternator.

[0053] For example, a power unit in a container ship used at a loading / unloading berth of a container port would not necessarily need to be able to supply power for extended periods when the power unit is switched off, such as providing power overnight for the sleeper cab of a long-haul truck. Nevertheless, the performance of the container ship and / or the torque output can be improved by decoupling crankshaft components using a FEMG system and its associated control of the auxiliary drive by the FEMG motor.For example, performance improvements can be achieved by decoupling the crankshaft from the auxiliary drive under various operating conditions, such as during idling to remove auxiliary loads from the engine, allowing the operation of the transporter systems for short periods while the engine is switched off, enabling fuel-saving engine stop-start operation, and providing the entire engine torque output for the transporter drive when needed by removing the auxiliary drive torque demand from the engine. Similarly, a pure engine-FEMG system can be coupled to the engine crankshaft if it is desired that the FEMG motor supplement the engine's propulsion torque output.This latter feature can enable further improvements by allowing the power unit to be smaller, lighter, and more cost-effective by being sized to meet an "average" torque requirement, with the FEMG motor providing additional torque as needed to meet the vehicle's overall design propulsion torque requirement.

[0054] In summary, the front-end motor / generator system of the present invention is uniquely suited to equipping both new and retrofitted commercial vehicles, off-road vehicles, and stationary power plant systems with a hybrid electric system that features a mechanically simplified, space-saving, and cost-effective conventional electric drive, allowing variable speed control of the power plant's auxiliary components, the ability to drive power plant's auxiliary components independently of the power plant's crankshaft speed, and the ability to store and recycle energy for the operation of electrically driven systems over extended periods when the power plant is not running, thereby ensuring significant overall improvements in fuel and cost efficiency by: - the power engine auxiliary unit energy consumption is reduced to a minimum, thereby increasing fuel economy (that is, eliminating auxiliary unit torque requirements to the internal combustion engine when the clutch-pulley-damper unit is disengaged from the power engine crankshaft), - otherwise wasted energy is recovered (for example, generating electrical energy for storage instead of applying wheel brakes to convert kinetic vehicle energy into waste heat), and - the service life of components is extended (for example, operating auxiliary units such as an engine fan, air conditioning compressor and air compressor only as needed and with auxiliary unit speeds and / or operating phases that correspond to actual vehicle requirements, instead of forcing all auxiliary units to operate at a speed determined by the engine crankshaft speed; reducing brake wear and compressed air consumption to a minimum, which would otherwise require engine-driven air compressor operation).

[0055] Further tasks, advantages and new features of the present invention will become apparent from the following detailed description of the invention when viewed in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS The Fig. 1A and Fig.Figure 1B shows schematic representations of an overall view of the arrangements of an FEMG system according to an embodiment of the present invention. The Fig. Figures 2A-2C are cross-sectional views of an embodiment of a clutch pulley damper and mounted FEMG components according to the present invention. The Fig. 3A-3C are views of the components of the clutch-pulley-damper unit of the Fig. 2A-2C. Fig. Figure 4 is a cross-sectional view of another embodiment of a clutch pulley damper unit according to the present invention. Fig. Figure 5 is a detailed cross-sectional view of a bearing arrangement of the clutch-pulley-damper unit end of a FEMG transmission according to an embodiment of the present invention. The Fig.Figures 6A-6C are oblique views of an FEMG drive unit in the form of a gearbox according to an embodiment of the present invention. Fig. Figure 7 is a cross-sectional view of the FEMG gearbox of the Fig. 6A-6C. Fig. Figure 8 is an exploded view of FEMG coupling pneumatic actuator diaphragm assemblies according to an embodiment of the present invention. Fig. Figure 9 is an oblique view of another embodiment of a FEMG gearbox according to the present invention. Fig. Figure 10 is a schematic representation of an FEMG gear mounting arrangement according to an embodiment of the present invention. Fig. Figure 11 is a schematic representation of a FEMG gear mounting arrangement according to an embodiment of the present invention. Fig.Figure 12 is a schematic representation of the relationships between a power machine and a FEMG gear mounting bracket according to an embodiment of the present invention. Fig. Figure 13 is a schematic representation of relationships between a power machine, a FEMG gearbox and a FEMG gearbox mounting bracket according to an embodiment of the present invention. Fig. Figure 14 is an oblique view of a FEMG gearbox mounting bracket as shown in the Fig. 12-13. Fig. Figure 15 is an oblique view of a motor / generator according to an embodiment of the present invention. Fig. Figure 16 is a diagram of the power and torque produced by an exemplary motor / generator according to an embodiment of the present invention. Fig.Figure 17 is an oblique view of a cooling arrangement of a motor / generator according to an embodiment of the present invention. Fig. Figure 18 is a block diagram of a FEMG system control and signal exchange arrangement according to an embodiment of the present invention. Fig. Figure 19 is a schematic representation of AC and DC parts of the electrical network of a FEMG system according to an embodiment of the present invention. Fig. Figure 20 is a schematic representation of a power transistor arrangement controlled by a FEMG system for AC and DC conversion according to an embodiment of the present invention. Fig. Figure 21 is a schematic representation of a forward DC voltage converter arrangement controlled by a FEMG system according to an embodiment of the present invention. Fig.Figure 22 is a schematic representation of a bidirectional high-voltage DC / DC converter according to an embodiment of the present invention. Fig. Figure 23 is a graphical representation of voltage and current behavior across the bidirectional DC / DC converter of Fig. 22. Fig. Figure 24 is an oblique view of a power electronics arrangement integrated into a motor / generator according to an embodiment of the present invention. Fig. 25 is a charge state estimation control loop of a battery management system according to an embodiment of the present invention. Fig. 26 is a flowchart of an auxiliary unit operating speed selection according to an embodiment of the present invention. Fig.Figure 27 is a flowchart of a control strategy for the operation of a motor / generator and auxiliary power units independently of a power engine according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE DRAWINGS

[0056] An example embodiment of a front-end motor / generator system.

[0057] Fig. Figure 1A is a schematic representation showing components of an embodiment of a FEMG system according to the present invention. Fig.Figure 1B is a schematic representation of several of the FEMG system components in the chassis of a commercial vehicle. In this arrangement, the engine auxiliary units (including air compressor 1, air conditioning compressor 2, and engine fan 7, arranged to draw cooling air through the engine coolant radiator 20) are belt-driven by a pulley 5. The pulley 5 is positioned coaxially with a damper 6, which is directly coupled to the crankshaft of the internal combustion engine 8. The auxiliary units can be driven directly by the drive belt or be equipped with their own on / off clutches or variable-speed clutches (not shown), which allow partial or complete disengagement of an individual clutched auxiliary unit from the belt drive.

[0058] In addition to driving the auxiliary drive belt, the pulley 5 is coupled to a drive unit with reduction gears 4 for transmitting torque between one crankshaft end of the drive unit and an opposite end coupled to a motor / generator 3 (the drive unit housing is not shown in this figure for clarity). A disengageable clutch device in the form of a clutch 15 is arranged between the crankshaft damper 6 and the pulley 5 (and thus between the drive unit and the motor / generator 3). Although in Fig.For clarity, Figure 1A schematically depicts the components as axially separated. In this embodiment, the crankshaft 6, the clutch 15, and the pulley 5 overlap at least partially, thereby minimizing the axial depth of the combined pulley-clutch-damper unit in front of the engine. The actuation of the pulley-clutch-damper clutch 15 between its engaged and disengaged states is controlled by an electronic control unit (ECU) 13.

[0059] On the electrical side of the motor / generator 3, the motor / generator is electrically connected to an inverter 14, which converts the alternating current (AC) generated by the motor / generator output into direct current (DC), which can be used in an energy storage and distribution system. The inverter 14 also converts direct current from the energy storage and distribution system back into an alternating current input to drive the motor / generator 3 as a torque-generating electric motor. The inverter 14 is electrically connected to an energy storage unit 11 (hereinafter referred to as "energy storage"), which can both receive energy for storage and supply energy on demand.

[0060] In this embodiment, the energy storage system comprises 11 lithium-based storage cells with a nominal charged voltage of approximately 3.7 V per cell (operating range of 2.1 V to 4.1 V), connected in series to provide a nominal energy storage voltage of 400 volts (operating range of approximately 300 V to 400 V) with a storage capacity of between approximately 12 and 17 kilowatt-hours of electrical energy. Alternatively, the cells can be connected in series and parallel as required to suit the application. For example, 28 modules with four cells connected in series per module could be connected in series and parallel to provide an energy storage system with the same 17 kilowatt-hours of stored energy as in the first example above, but with a nominal operating voltage of 200 volts and twice the current output of the first example.

[0061] In addition to the lithium-based storage cells with relatively high capacity and low charge / discharge rate, the energy storage device 11 in this embodiment includes several supercapacitors with relatively low capacity and high charge / discharge rate to give the energy storage device the ability to receive and / or deliver very large electrical currents over short periods of time that could not be handled by the lithium-based storage cells (where such cells are typically limited to charge / discharge rates of less than 1 C to only a few C).

[0062] FEMG system hardware mounting design.

[0063] The Fig.Figures 2A-2C show cross-sectional views of an embodiment of a clutch-pulley-damper unit 19 and an assembled configuration of the FEMG system hardware in this clutch-pulley-damper embodiment. In this embodiment, the gearbox 16, which contains reduction gears 4, accommodates the motor / generator 3 at one motor / generator end of the gearbox. The motor / generator 3 is fixed to the gearbox housing 16 by fasteners, such as screws (not shown). A rotor shaft 18 of the motor / generator 3 engages a corresponding center bore of the adjacent coaxially positioned gear of the reduction gears 4 to allow the transmission of torque between the motor / generator 3 and the reduction gears 4.

[0064] At the crankshaft end of the transmission 16, the reduction gear 4, which is coaxially aligned with the clutch-pulley-damper unit 19, is coupled in this embodiment by screws (not shown) extending through the coaxial reduction gear 4 to the pulley side of the clutch-pulley-damper unit 19 for rotation. The engine-side part of the clutch assembly (the part with the crankshaft damper 6) is designed to be coupled to the front end of the engine crankshaft by fasteners or other suitable connections that ensure the engine-side part 6 rotates with the crankshaft. As described below, the transmission 16 is separately mounted on a structure that keeps the clutch-pulley-damper unit 19 coaxially aligned with the front end of the engine crankshaft.

[0065] The cross-sectional view in Fig. 2B is a top view of the FEMG front-end hardware, and the oblique cross-sectional view in Fig.Figure 2C shows a view at the crankshaft end of the transmission 16. In this embodiment, the assembly consisting of the transmission, the engine / generator, and the clutch-pulley-damper unit is arranged with the engine / generator 3 on the left side of the engine crankshaft and on the front of the transmission 16 (the side facing away from the front end of the engine). The engine / generator 3 can be positioned either in a space below or directly behind the engine coolant radiator 20 of the vehicle. To accommodate different vehicle layouts, the transmission 16 can alternatively be mounted with the engine / generator 3 behind the transmission 16, preferably in a space located laterally on the left side of the engine crankshaft (for example, next to the oil pan on the underside of the engine).The gearbox 16 can further be provided with double-sided motor / generator mounting features, so that a common gearbox design can be used in both vehicle applications with a front-mounted motor / generator and in vehicle applications with the motor / generator mounted behind the gearbox.

[0066] FEMG clutch pulley damper unit designs.

[0067] The Fig. 3A-3C are views of the components of the clutch-pulley-damper unit 19 of the Fig.2A-2C. After assembly, the unit is unusually narrow in the axial direction due to the substantial axial overlap of the pulley 5, the power-side part 6 (hereinafter referred to as damper 6), and the clutch 15. In this embodiment, the pulley 5 has two pulley drive parts 21 configured to drive auxiliary drive belts (not shown), for example, one part arranged to drive the power-side fan 7 surrounding the clutch 15 and another part arranged to drive other power-side auxiliary units, such as the air compressor 1. In this example, the drive belt parts 21 concentrically surround the damper 6 and the clutch 15 (the belt drive part 21 surrounding the damper 6 is shown in the figures for clarity). Fig. 2B and Fig. 2C omitted).

[0068] Within the clutch-pulley-damper unit 19, the clutch 15 contains two axially engaged jaw clutch elements 25, 26. As shown in the cross-sectional views of the Fig. As shown in Figures 2A-2C, the central core-jaw coupling element 25 is fixed to the damper 6 for rotation, in this embodiment by screws extending from the FEMG transmission side of the clutch-pulley-damper unit 19 through axial screw holes 28. The pulley 5 is rotatably supported on the central core element 25 by bearings 34.

[0069] A power-machine-side portion of the outer circumference of the central core jaw coupling element 25 includes an external toothing 29 arranged to engage a corresponding internal toothing 30 on the inner circumference of the axially movable jaw coupling element 26. The external toothing 29 and the internal toothing 30 are in constant engagement, so that the movable jaw coupling element 26 rotates with the damper 6 while being axially movable along the damper's axis of rotation.

[0070] The movable claw coupling element 26 is further provided with axially forward-facing claws 31, which are distributed circumferentially around the transmission side of the element 26 (the side facing away from the power engine). These claws 31 are designed to engage in spaces between corresponding claws 32 on a side of the pulley 5 facing the power engine, as shown in Fig.3C shown. The movable jaw coupling element 26 is pre-tensioned in an engaged position by a spring 33 positioned between the damper 6 and the movable jaw coupling element 26 in the clutch-pulley-damper unit, as shown in Fig. 2A shown. Fig. 2B and Fig. Figure 2C shows the engaged clutch position in which the spring 33 is compressed with the movable claw clutch element 26 shifted axially to the damper 6.

[0071] In this embodiment, a clutch release rod 27 is positioned concentrically within the central core jaw clutch element 25. The power-machine-side end of the release rod 27 is arranged to apply an axial clutch release force that overcomes the preload of the spring 33 in order to displace the jaw clutch element 26 axially towards the damper 6, thereby disengaging its forward-facing jaws 31 from the corresponding jaws 32 on the side of the pulley 5 facing the power machine. In this embodiment, the gear end of the clutch release rod 27 is provided with a bushing 303 and a bearing 304, which allows the bushing to remain stationary while the release rod 27 rotates.

[0072] The clutch release rod 27 is axially displaced by a clutch actuator 22 to engage and disengage the dog clutch 15. In this embodiment, the clutch actuator 22 is pneumatically actuated by compressed air, which enters the device 305 via the clutch actuator diaphragm 41 and thereby presses the central part of the diaphragm 41 into contact with the release rod bushing 303 to move the clutch release rod 27 axially towards the power unit and thus disengage the clutch 15. When the compressed air pressure is removed from the clutch actuator, the diaphragm 41 retracts from the power unit, allowing the preload spring 33 to move the release rod 27 and the dog clutch element 26 axially towards the pulley 5 to re-engage the dog clutches 31, 32, causing the pulley 5 to rotate with the damper 6.

[0073] Fig.Figure 4 shows an alternative embodiment of the clutch-pulley-damper unit 19, in which the clutch 15 is a so-called multi-plate wet clutch. The multi-plate wet clutch comprises friction and driven plates 23, which are alternately connected by splines to an inner circumference of the pulley 5 and an outer circumference of a central part of the damper 6. The clutch plates 23 are axially pre-tensioned by springs 24 between the damper 6 and the clutch actuator 22 (in this embodiment, a pneumatically actuated clutch actuating piston). The joint pre-tensioning of the stack of friction and driven plates by the springs 24 engages the clutch 15, causing the pulley 5 and the damper 6 to rotate together around the axis of rotation of the engine crankshaft.When hydraulic pressure is applied to the clutch actuator 22 (on the FEMG gearbox side of the actuator), the springs 24 are compressed, allowing the alternating clutch friction and driven plates 23 to separate axially and thereby placing the clutch 15 in a disengaged state, i.e., a state in which the pulley 5 and the damper 6 rotate independently.

[0074] In this embodiment, the hydraulic pressure is supplied by oil, which is also used to cool and lubricate the reduction gears of the transmission and their associated bearings, and to cool the friction and driven plates of the multi-plate wet clutch. The application of the hydraulic pressure is controlled by a solenoid valve (not shown) in response to commands from the electronic FEMG control unit 13. The clutch 15 is dimensioned to ensure that the large torque potential that can occur between the engine crankshaft and the engine / generator can be absorbed by the clutch without slippage. Due to the axially overlapping arrangement of the clutch-pulley-damper unit 19, the cooling system of the unit should be designed to ensure adequate cooling of the clutch plates during all operating conditions.Although cooling is provided by the oil circulating in the gearbox in this embodiment, other forced and passive cooling arrangements can also be provided, as long as the expected clutch temperature is kept below the clutch's operating temperature limit. FEMG gearbox design.

[0075] Fig. Figure 5 is a detailed cross-sectional view of a bearing arrangement at the crankshaft end of an embodiment of the FEMG transmission 16. Fig. Figures 6A-6C and 7 show oblique views of this gearbox design in which a pair of gearbox hinged shell housing plates 35 enclose the reduction gears 4, including a gear 36 at the pulley end, an intermediate gear 37 and a gear 38 at the motor / generator end.

[0076] In this application, the gears have a gear ratio of 2:1, although any gear ratio that fits within the available space of a particular power machine application while providing a desired ratio of crankshaft speed to engine / generator speed can be provided. Gears 36-38 can be spur gears or helical gears, or have other gear teeth (such as a double helix arrow toothing), as desired to meet the requirements of the specific FEMG system application.Such requirements include limitations on tooth mesh noise, which are necessary to meet statutory noise emission or driver comfort limits that could be met with helical gears; limitations on mechanical strength, such as tooth stress limits; or axial pressure limits that could be met by double-helix arrow gearing, which produces equal and opposite axial pressure components.

[0077] The gearbox housing rotatably supports each of the reduction gears 36-38 with bearings 39. The gear 36 at the pulley end has several through holes 40 in a circumferential ring within its gear teeth, which correspond to holes on the front of the pulley 5 of the clutch pulley damper. These holes accommodate fasteners designed to fix the reduction gear 36 at the pulley end to the pulley 5 in a rotationally fixed manner, allowing it to rotate when driven by the crankshaft and / or the engine / generator.

[0078] The center of the reduction gear 36 at the pulley end has a central opening through which a pneumatically operated dog clutch actuating diaphragm 41 is positioned on a front side of the gearbox housing. A piston (not shown), which is arranged to engage the shell 27 on the dog clutch element 26, is axially extended and retracted by the pneumatic diaphragm 41 to control the engagement and disengagement of the clutch 15 of the clutch-pulley-damper unit 19. The diaphragm 41 is in Fig. 5 covered by the compressed air coupling actuator 22, while the Fig.Figures 7-8 show a simpler, slim diaphragm cover 42 with a compressed air connection on its surface, suitable for use in certain space-constrained FEMG applications. Regardless of the design of the diaphragm cover, the diaphragm 41 is actuated by compressed air in the chamber above the front of the diaphragm, which is generated when the clutch actuator 22 or the cover plate 42 is installed over the diaphragm opening on the front of the gearbox housing. The entry and exit of compressed air can be controlled by solenoid valves (not shown) in response to commands from the FEMG control module 13. While the clutch actuation mechanism in this embodiment is a pneumatically actuated diaphragm, the present invention is not limited to a specific clutch actuator.For example, an electromechanical actuator, such as an electrically driven solenoid, can be used to extend an actuator rod to disengage the clutch components.

[0079] The Fig. 5 and Fig. Figure 8 provides further details of the fastening of the pneumatic diaphragm actuator of this embodiment. In this embodiment, a diaphragm fastening ring 45 on the power unit side is designed to both support the bearing 39, which is connected to the reduction gear 36 at the pulley end, on its front side and to accommodate the diaphragm 41 on its front side. The bearing 39 can be secured by any suitable device, such as a snap ring, or, as shown in Figure 8, by a diaphragm 41. Fig.As shown in Figure 5, the gear is held and axially supported by a nut 46. After fixing the retaining ring in the large opening shown on the front of the gearbox housing hinged shell plate 35, the reduction gear 36 at the pulley end and its bearing 39, as well as the diaphragm 41, are axially fixed relative to the gearbox housing 16.

[0080] At the motor / generator end of the gearbox 16, a shaft hole 43 is provided in at least one of the housing hinged shell plates 35, which is aligned with the axis of rotation of the reduction gear 38 at the motor / generator end, as shown in the Fig. Figures 6A-6C and 7 are shown. The shaft hole 43 is dimensioned to allow the rotor shaft of the motor / generator 3 (not shown in this figure) to enter the gearbox 16 and engage the gear 38 at the motor / generator end to rotate with it.

[0081] The FEMG gearbox can be cooled and lubricated by oil. The oil can be stored in a self-contained oil sump or, alternatively, at a remote location, such as an external reservoir or in the engine's oil reservoir if the engine and gearbox share the same oil source. The oil can be circulated throughout the gearbox by the movement of the gears or by a pump distributing pressurized oil, such as an electric pump or a mechanical pump driven by the rotation of the reduction gears. In addition to lubricating and cooling the gears, the oil can also cool the clutch plates of a wet clutch.Furthermore, the transmission can be equipped with an accumulator that ensures a reserve volume of pressurized oil remains available, for example, to actuate the clutch of the clutch-pulley-damper unit when the pump-generated pressure is not immediately available. In such an embodiment, a solenoid valve controlled by the FEMG control module could be used to release the pressurized oil to operate the hydraulic clutch actuator.

[0082] Fig. Figure 9 shows an example of a commercially available gearbox that demonstrates an alternative motor / generator mounting arrangement, wherein a motor / generator mounting flange 44 provides the ability to attach the motor / generator to the gearbox with fasteners without requiring fasteners to penetrate the gearbox housing.

[0083] In the preceding embodiments, the final reduction gears 36, 38 are in constant meshing engagement via the intermediate gear 37. However, the present invention is not limited to this type of parallel shaft single reduction gear. Instead, other arrangements of torque drive gear devices are possible, such as chain or belt drives, or drives with components, such as torque transmission shafts, that are oriented at an angle to the axis of rotation of the switchable clutch device (for example, a worm gear drive with a transmission shaft that rotates on an axis perpendicular to the axis of rotation of the switchable clutch device), as long as they can withstand the torque to be transmitted without having to be so large that the axial depth of the gear becomes unacceptably large.Such alternative transmission arrangements can also be used in embodiments in which the motor / generator 3 is not aligned parallel to the axis of rotation of the switchable clutch device, but is instead positioned on the transmission 16 and aligned as required to facilitate installation in areas with limited space (where, for example, the motor / generator is attached at the end of the transmission with its axis of rotation aligned to a transmission torque transmission shaft that is not parallel to the axis of rotation of the switchable clutch device).

[0084] Furthermore, the present invention is not limited to constant meshing arrangements with a fixed reduction ratio, since other arrangements can also be used, such as variable diameter pulleys (similar to those used in some vehicle constant velocity transmissions) or internally disengageable gears, as long as the axial depth of the transmission does not preclude the position of the FEMG system components in the area in front of the power unit.

[0085] In a preferred embodiment, the reduction ratio of the FEMG gear reduction gears 36-38 is 2:1, a ratio selected to better match crankshaft speeds to an efficient operating speed range of the motor / generator 3.

[0086] Designs of FEMG system hardware fixings.

[0087] As mentioned above, the FEMG arrangement is preferably positioned such that the motor / generator 3 is located in an area of ​​the engine compartment that is offset below and to the side of the vehicle chassis supports that support the power unit. Fig. Figure 10 depicts such an arrangement viewed from the front of the vehicle to the rear. The figure shows the relationships in this embodiment between the engine / generator 3 and the crankshaft 47 of the engine 8 (positioned axially behind the transmission 16), the oil pan 48, the chassis longitudinal members 49, and the engine transverse support bearing 50.

[0088] In the above FEMG arrangements, the crankshaft 47, the clutch-pulley-damper unit 19, and the reduction gear 36 are positioned on the same axis of rotation at the end of the power unit. To ensure that this relationship is maintained, the FEMG transmission should be positioned in front of the power unit such that there is no relative movement between the power unit and the transmission, either transverse to the axis of rotation of the crankshaft or around the crankshaft axis.

[0089] Although it would be possible to mount the FEMG transmission in a manner that does not directly connect the transmission to the power unit (for example, by suspending the FEMG transmission from a bracket connected to the chassis members holding the power unit), it is preferred to couple the transmission either to an adjacent vehicle frame member or directly to the power unit block. Examples of an FEMG transmission-to-power unit mounting bracket and a corresponding arrangement of mounting holes in the transmission are described in the Fig. Shown 10-14.

[0090] In Fig. 10 the FEMG gearbox 16 is secured directly to the power machine 8 against rotation or lateral movement with respect to the power machine 8 by fastening elements 306. Fig.Figure 11 shows an alternative approach in which a torque arm 307 (also known as a tension strut) is attached at one end to an anchor point 308 of the FEMG gearbox 16 and at the opposite end to the adjacent frame support 49, thereby providing a rotationally secure support for the gearbox 16.

[0091] Another alternative FEMG fastening approach is described in Fig.Figure 12 shows that in this embodiment, a mounting bracket 51 is provided with screw holes 52 arranged around the bracket such that they are aligned with corresponding holes in the engine block 8 that accommodate fasteners, in order to provide a power-oriented fixed support for the FEMG transmission. In this example, the flat lower part of the mounting bracket 51 is positioned on top of elastomeric power-drive support bearings, as is often used in commercial vehicle power-drive installations.The power-side part of the mounting bracket 51 is part of a holder that must extend under and / or around the clutch-pulley-damper unit to reach a FEMG transmission mounting bracket part with which the transmission can be coupled, ensuring that sufficient space is available in the holder to allow the clutch-pulley-damper unit to rotate within it.

[0092] The Fig. 13 and Fig. Figure 14 schematically illustrates the position of a FEMG gearbox 16 on such a holder and the corresponding distribution of mounting holes around the FEMG reduction gear 36 and the FEMG side of the mounting holder 51. Fig. 13 and Fig. Figure 14 shows a circumferential arrangement of the corresponding fastening element holes 53 on the FEMG gearbox 16 and on the FEMG gearbox side of the FEMG mounting bracket 51. Fig.The engine-side part and the FEMG transmission-side part of the mounting bracket 51 are connected to each other by arms 54, which extend parallel to the engine crankshaft axis in spaces spaced apart from the rotating clutch-pulley-damper unit 19 (not shown in these figures for clarity). The schematically depicted arms 54 are intended to convey the mounting bracket arrangement concept, whereby it is understood that the connection between the engine side and the FEMG transmission side of the mounting bracket can have any configuration that connects the front and rear of the bracket in a manner that secures the FEMG transmission against movement relative to the engine crankshaft.For example, the arms 54 can be rods welded or bolted to the front and / or rear of the holder, or the arms can be parts of an integrally cast part that extends around the clutch-pulley-damper unit 19. Preferably, the mounting holder 51 is designed such that its FEMG-gear-side part has a mounting hole pattern that facilitates rotation of the FEMG gear relative to the holder (“indexing”), as required for indexing the gear at different angles to adapt the FEMG components to different power machine configurations, for example, when retrofitting various existing vehicle or stationary power machine applications with an FEMG system.

[0093] Designs of the FEMG system motor / generator and the electronic controls.

[0094] An example of a motor / generator suitable for mounting on the motor / generator end of a FEMG gearbox is given in Fig. 15 shown. In this embodiment, a FEMG gearbox side 55 of the motor / generator 3 includes several pins 56 which are designed to engage corresponding holes in a mounting flange on the gearbox, such as the one shown in the exemplary gearbox 16 in Fig.The mounting flange 44 shown in Figure 9 engages with the motor / generator rotor. To transmit torque between the rotor of the motor / generator 3 and the reduction gear 38 at the motor / generator end, a rotor bore 57 accommodates a shaft (not shown) that extends into a corresponding bore in the reduction gear 38. The shaft between the reduction gear 38 and the rotor of the motor / generator 3 can be a separate component, or it can be integrally formed with either the rotor or the reduction gear. The shaft can also be press-fitted into the rotor and / or the reduction gear, or it can be easily separable by using an interchangeable connection, such as an axial spline or a threaded connection.

[0095] In this embodiment, the motor / generator 3 also accommodates several of the electronic components of the FEMG system, discussed below, as well as low-voltage connections 58 and the high-voltage connection 59, which serve as the electrical interfaces between the motor / generator 3 and the control and energy storage components of the FEMG system.

[0096] Preferably, the motor / generator 3 is dimensioned to provide at least the capacity to start an engine, generate hybrid electric power, and drive an engine's auxiliary drive unit. In one embodiment, a motor / generator with a size in the range of 220 mm in diameter and 180 mm in longitudinal depth, as shown in the diagram of Fig.Figure 16 shows approximately 300 Nm of torque at zero rpm for engine start and up to approximately 100 Nm near 4000 rpm for operating engine auxiliary units and / or providing additional torque to the engine crankshaft to support vehicle propulsion. With a 2:1 reduction ratio of the FEMG transmission, this engine / generator speed range is well-suited to the typical speed range of a commercial vehicle engine from zero to approximately 2000 rpm.

[0097] The FEMG motor / generator design is subject to limitations due to thermal, mechanical, and electrical considerations. While the temperature rise of the motor / generator during startup is relatively limited by the short duration of the start-up phase, the required torque output from the motor can range from 50 Nm to 100 Nm when the motor / generator alone drives one or more high-demand auxiliary power units, such as the engine fan. Without adequate motor / generator cooling, the temperature rise during sustained high-torque operation could be significant. This is based on a current density (J) in the motor / generator windings of 15 A / mm². 2 An adiabatic temperature rise of approximately 30°C is possible. For this reason, it is preferred that the FEMG motor / generator be equipped with forced cooling, as in the case described in [reference to be added]. Fig.In the example shown in Figure 17, engine coolant or cooling oil (such as oil from the transmission oil circuit) circulates through a cooling fluid channel 60 in the engine / generator. It is particularly preferred that a portion 61 of the cooling channel 60 is also designed to provide cooling for the electronic components of the FEMG system attached to the engine / generator 3.

[0098] The type of electric machine selected can also impose limitations or offer specific advantages. With an electric induction motor, the pull-out torque can be increased by 10-20% using a frequency converter (with a corresponding increase in flux), and the pull-out torque is typically high, for example, 2 to 3 times the machine's rated value. On the other hand, if a permanent magnet machine is chosen, excessive stator excitation current must be avoided to minimize the risk of demagnetization of the permanent magnets. Although the physical layout and operating temperature can influence the point at which demagnetization becomes problematic, current values ​​higher than twice the rated current are usually required before significant demagnetization is observed.

[0099] Considering such factors, a preferred embodiment of the motor / generator 3 would be capable of operating at 150% of its rated operating range. For example, the motor / generator could have a rated speed of 4000 rpm with a maximum rated speed of 6000 rpm (corresponding to a maximum engine speed of 3000 rpm) and a capacity in the range of 60 kilowatts at 4000 rpm. Such a motor / generator, operating at a rated voltage of 400 V, would be expected to provide a continuous torque output of approximately 100 Nm, an engine starting torque of 150 Nm for a short duration, such as 20 seconds, and a peak starting torque of 300 Nm at zero rpm.

[0100] In this embodiment, the FEMG motor / generator 3 and the other components of the FEMG system are controlled by the central FEMG control module 13, an electronic control unit (“ECU”). With respect to the motor / generator, the FEMG control module performs: (i) control of the operating mode of the motor / generator, including a torque delivery mode in which the motor / generator delivers torque to the auxiliary power units and / or the crankshaft of the power unit via the clutch-pulley-damper unit, a generation mode in which the motor / generator generates electrical energy for storage, an idle mode in which the motor / generator generates neither torque nor electrical energy, and a shutdown mode in which the speed of the motor / generator is set to zero (a mode that becomes possible,(i) when there is no operating request from an auxiliary power unit and the clutch of the clutch-pulley-damper unit is disengaged; and (ii) the control of the engagement state of the clutch-pulley-damper unit (via components such as solenoid valves and / or relays, as required by the type of clutch actuator used).

[0101] The FEMG control module 13 controls the motor / generator 3 and the clutch-pulley-damper unit 19 based on various sensor inputs and predetermined operating criteria, as discussed below, such as the state of charge of the energy storage device 11, the temperature of the high-voltage battery pack in the energy storage device and the current or expected torque requirement at the motor / generator 3 (for example, the torque required to achieve target speeds of the auxiliary power units in order to achieve desired power levels of the auxiliary power units).The FEMG control module 13 also monitors speed signals related to the engine / generator and the power machine crankshaft to minimize the risk of damage to the clutch components by ensuring that the parts of the clutch on the crankshaft side and the pulley side are speed-adjusted before it signals the clutch actuator to engage the clutch.

[0102] The FEMG control module 13 communicates with other electronic vehicle modules using digital and / or analog signals, both to receive data used in its motor / generator and its clutch-pulley-damper control algorithms, and to interact with other vehicle controllers to determine the optimal combination of overall system operations. In one embodiment, for example, the FEMG control module 13 is configured to receive a signal from a brake controller in response to a relatively small braking request from the driver, in order to operate the motor / generator in generation mode to provide regenerative braking instead of applying the vehicle's mechanical brakes.The FEMG control module 13 is programmed to evaluate the current vehicle operating state upon receiving such a signal and to supply a signal to the brake control indicating that recuperation braking has been initiated, or alternatively, that the generation of electrical energy is not desirable and the brake control should activate the mechanical brakes or the retarder of the vehicle.

[0103] Fig.Figure 18 provides an example of the integration of electronic controls in a FEMG system. In this embodiment, signals are received and output by the FEMG control module 13 through bidirectional communication via the vehicle's CAN bus with sensors, actuators, and other vehicle controllers. In this example, the FEMG control module 13 communicates with the battery management system 12, which monitors the state of charge of the energy storage device 11 and other related energy management parameters; with a power engine control unit 63, which monitors power engine sensors and controls the operation of the internal combustion engine; and with the electrical energy management components of the FEMG system, including the inverter 14, which handles the AC / DC conversion between the AC motor / generator 3 and the DC portion of the electrical bus between the vehicle's DC energy storage device and electrical consumers (not shown in this figure).The FEMG control module 13 also communicates with the vehicle's DC / DC converter 10, which manages the distribution of electrical energy at voltages suitable for the consumer device, for example, converting a voltage of 400 V from the energy storage 11 into 12 V, which is required by the vehicle's 12 V battery 9 and the various 12 V devices of the vehicle, such as lighting, radio, electrically adjustable seats, etc.

[0104] Furthermore, it Fig.18 the communication of data as inputs into the control algorithms of the FEMG system from the sensors 64, which are assigned to the motor / generator 3, the clutch of the clutch-pulley-damper unit 19, the various power machine auxiliary units 1 and the 12 V battery 9 (for example, a position sensor 101 of the motor / generator clutch, a speed sensor 102 of the motor / generator, power machine auxiliary unit clutch positions 103, air compressor condition sensors 104, sensors 105 for the condition of the dynamic heat generator, a temperature sensor 106 for the FEMG coolant, a pressure sensor 107 for the FEMG coolant and a 12 V battery voltage sensor 108).

[0105] Many of the signals received and exchanged by the FEMG control module 13 are transmitted to / from other vehicle components 66 (for example, the brake control 111, the retarder control 112, the EAC control (electronic air control) 113, the transmission control unit 114, and the instrument panel control 115) via SAE J1939 standard-compliant communications and the vehicle's diagnostic bus 65. Examples of the types of sensor and operating signals and variables exchanged, and their respective sources, are given in Table 1. Table 1 Signals / variables to be monitored Signal source High-voltage battery: State of charge (SOC) It comes from the battery management system (BMS). High-voltage battery: Temperature It comes from the BMS Vehicle speed J1939 message: wheel-based vehicle speed t Engine torque J1939 message: Driver request - Engine - Percent Torque Engine speed J1939 message: Engine speed Brake actuation status J1939 message: Brake actuation pressure upper range. Each axle Fan coupling J1939 message: requested percentage fan speed Air conditioning compressor clutch J1939 message: Cabin A / C refrigerant compressor outlet pressure Air compressor clutch J1939 message: intelligent air regulator (IAG) neutral gear J1939 message: current transmission device gear Gearbox coupling J1939 message: Transmission device clutch actuator Door opened J1939 message: Open status of door 1 / Open status of door 2 Indoor temperature J1939 message: Cab temperature Air brake system pressure J1939 message: Primary brake pressure FEMG coolant temperature Temperature sensor mounted inside the gearbox Engine oil temperature J1939 message: Engine oil temperature 2 Engine coolant temperature J1939: Engine coolant temperature Intake manifold temperature J1939 message: Engine intake manifold 1 Air temperature (high resolution) M / G speed Encoder attached to the gearbox or M / G

[0106] Outputs from the FEMG control module 13 include commands for controlling the generation of electrical energy or torque output from the motor / generator 3, commands for engaging and disengaging the clutch of the clutch-pulley-damper unit 19, commands for engaging and disengaging the clutches 120 of individual power machine auxiliary units 1 (discussed further below), and commands for operating an FEMG coolant pump 121.

[0107] FEMG control module system control of FEMG system components.

[0108] In addition to controlling the engine / generator and its coupled connection to the engine crankshaft, the FEMG control module in this embodiment has the capability to control the engagement state of any or all of the individual clutches that connect engine auxiliary units to the auxiliary drive belt driven by pulley 5. This allows the FEMG control module to selectively connect and disconnect various engine auxiliary units (such as the vehicle's air conditioning compressor 2 or air compressor 1) from the auxiliary drive, depending on the vehicle's operating conditions. If permitted by the operating conditions, the algorithms of the FEMG control module can, for example, prioritize the generation of electrical energy and determine that some of the engine auxiliary units do not need to be operated.Alternatively, the FEMG control module is programmed to operate an auxiliary power unit in response to a priority situation requiring its operation, even if this would not result in high overall vehicle power output. An example of the latter would be receiving a low-pressure compressed air storage tank signal, which would require engaging the air compressor clutch and operating pulley 5 at a sufficiently high speed to ensure that enough compressed air is stored to meet the vehicle's safety requirements (for example, sufficient compressed air for air brake actuation). Another example would be controlling the engine / generator and the auxiliary power unit's fan clutch to operate the auxiliary power unit's fan at a speed high enough to ensure adequate cooling and prevent damage to the auxiliary power unit.

[0109] Preferably, the FEMG control module is provided with auxiliary power unit operating performance data, for example in the form of stored lookup tables. With auxiliary power unit operating performance information, the ability to variably control the operating speed of the engine / generator to virtually any desired speed when the clutch-pulley-damper unit clutch is disengaged, and knowledge of the vehicle's operating state received from the vehicle's sensors and communication network, the FEMG control module 13 is programmed to determine and control a preferred engine / generator speed and a combination of auxiliary power unit clutch engagement states that results in a high degree of overall system performance of the vehicle for the given operating conditions.

[0110] Although the overall system performance can be improved by the presence of a large number of individual power unit auxiliary clutches (including on / off, multi-stage, or continuously variable slip clutches), the FEMG control module 13 can, even in the absence of individual auxiliary clutches, use power unit auxiliary power information to determine a preferred motor / generator operating speed that causes the pulley 5 to rotate at a speed that meets the current system priority, to determine whether the priority improves system performance, thereby ensuring that the highest power unit auxiliary requirement is met, or to determine another priority, such as starting to charge the energy storage device 11 at a predetermined time at a sufficient interval before an anticipated event to ensure that sufficient electrical energy is stored.before the vehicle is stopped. In this embodiment, the FEMG control module is programmed, for example, to determine the current charge state of the energy storage device 11 and the time available before an anticipated driver rest period, and to initiate the charging of the energy storage device 11 by the engine / generator at a rate that ensures sufficient energy is available when the engine is switched off to support the operation of the vehicle systems (such as sleeper cab climate control) for the anticipated duration of the rest period (for example, an 8-hour overnight rest period).

[0111] A similar rationale applies regardless of the number of individual auxiliary power unit clutches present; that is, the FEMG control module can be programmed to operate the motor / generator 3 and the clutch-pulley-damper unit 15 in a manner that fulfills the priorities defined in the algorithms, regardless of whether there are few, many, or no individual auxiliary power unit clutches. Similarly, various prioritization schemes can be programmed into the FEMG control module to suit the specific vehicle application.In a preferred embodiment, for example, an energy efficiency priority algorithm can go beyond a simple analysis of which configuration of pulley speed and individual power unit clutch engagement provides optimal operating power for the power unit with the highest priority, but can also determine whether operating a combination of power units at a compromise pulley speed results in greater overall system power while still meeting the priority power unit requirement, that is, operating each of the individual power units at speeds offset from their respective maximum power operating points when a pulley speed is available that maximizes overall vehicle power while still meeting vehicle system requirements.

[0112] Designs for electrical energy generation, storage and voltage conversion using the FEMG.

[0113] The relationship between the power electronics and the current distribution is defined in the present embodiment in Fig. Figure 19 shows in more detail. The three AC phases of the motor / generator 3 are connected to the AC / DC converter 14 via high-voltage connections. Electrical energy generated by the motor / generator 3 is converted into high-voltage DC current for distribution on a DC bus network 67. Conversely, DC current can be supplied to the bidirectional converter 14 for conversion into AC current to drive the motor / generator 3 as a torque-generating electric motor.

[0114] A known embodiment of a bidirectional AC / DC converter, such as converter 14, is described in Fig.Figure 20 shows this arrangement. It includes a power transistor configuration with six IGBTs, with control lines 68A-68F providing switching signals based on a vector control strategy from a controller (such as the FEMG control module 13). Preferably, the control module for the inverter 14 is positioned no more than 15 cm from the inverter's IGBT plate. If electrical noise on the DC bus 67 is to be minimized, a filter 69 can be inserted between the inverter and the rest of the DC bus.

[0115] Fig.Figure 19 further shows two primary DC bus connections, the high-voltage lines between the inverter 14 and the energy storage device 11. The bidirectional arrows in this figure indicate that DC current can flow from the inverter 14 to the energy storage device 11 to increase its charge level, or from the energy storage device to the DC bus 67 for distribution to the inverter 14 to drive the motor / generator 3 or to other DC voltage loads connected to the DC bus. In this embodiment, a DC / DC voltage converter 70 is provided between the DC bus and the energy storage device 11 to adapt the DC voltage generated by the motor / generator 3 on the DC bus to the preferred operating voltage of the energy storage device. Fig.Figure 19 further shows that the DC bus 67 can also be connected to a suitable voltage converter, such as the AC / DC voltage converter 309, which converts electrical energy from an energy source 310 located outside the vehicle, such as a stationary charging station, into the voltage on the DC bus 67 in order to allow the charging of the energy storage independently of the motor / generator 3 when the vehicle is parked.

[0116] In addition to the bidirectional flow of DC current to and from the energy storage device 11, the DC bus 67 supplies high-voltage DC current to the vehicle's electrical consumers, such as vehicle lighting, radios, and other typical 12-volt devices, as well as to 120-volt AC devices, such as an air conditioner and / or a refrigerator or a cooking surface in the driver's sleeper cab. In both cases, a suitable voltage converter is provided to convert the high voltage on the DC bus 67 into suitable DC or AC current at the appropriate voltage. In the Fig.In the embodiment shown in Figure 19, a DC / DC converter 71 converts DC current with a nominal voltage in the range of 400 V into 12 V DC current to charge one or more conventional 12 V batteries 72. Thus, the required 12 V energy is provided for the vehicle's ordinary 12 V loads 73 as needed, without the need to equip the engine with a separate, engine-driven 12-volt alternator, thereby further saving weight and costs while increasing the overall vehicle power output. Fig. 21 represents a known embodiment of a forward DC / DC converter, such as the DC / DC converter 71, in which the FEMG control module 13 controls the conversion of high DC voltage from the DC bus 67 to 12-volt output 75 of the converter by providing FEMG control signals for a transistor driver circuit 74 to manage the current flow through the primary winding 76 of the transformer 77 of the DC / DC converter.

[0117] The bidirectional high-voltage DC / DC converter 70 is a so-called "bump- and boost-converter" voltage converter, such as the well-known electrical arrangement shown in [reference]. Fig. 22. Fig. 23 shows how an input voltage V in , when the electronically controlled switch S is in Fig. When 22 is activated, a corresponding current oscillation is pulsed through the induction coil L and the capacitor C, resulting in a continuous output voltage v0 that is smoothly pulsed around a base voltage. <v0>swings.

[0118] The desire to keep the distance between the inverter 14 and the three AC phase lines of the motor / generator short can be met by integrating several electronic components into the housing of a motor / generator, as shown in Fig. 24 shown. On the side of the motor / generator opposite the side that would face the gearbox 16, wires for the three AC phases 78A-78C protrude and are connected to a high-voltage section 79 of a circuit board 84 (in Fig. 24 (connected to the part of the circuit board 84 to the left of the dashed line). To the right of the AC phase connections, the inverter is integrated into the circuit board 84, with the IGBT pack 80 positioned below the IGBT driver circuits 81.

[0119] Furthermore, a section 82 is positioned on the circuit board 84, containing an electrical noise-suppressing EMI filter (EMI - electromagnetic interference) and DC power capacitors, as well as embedded microcontrollers 83 of the FEMG ECU. The dashed line represents electrical isolation 85 between the high-voltage section 79 and the low-voltage section 86, which communicates with the rest of the FEMG system and vehicle components via electrical connectors 58. The high voltage and high current, either generated by the motor / generator 3 or received by the motor / generator 3 from the energy storage device 11, pass from the high-voltage section 79 of the circuit board 84 via conductor tracks (not shown) behind the outer surface of the circuit board to the high-voltage terminal 59.

[0120] The advantages of this high degree of integration of motor / generator and power electronics include simplified and more cost-effective installation, minimization of electrical losses via connections between the motor / generator and the power electronics over longer distances, and the ability to provide cooling for the power electronics from the existing forced cooling of the motor / generator without the need for additional dedicated electronics cooling arrangements.

[0121] FEMG system energy storage and battery management control implementation example.

[0122] The storage cells used in the energy storage device 11 in this embodiment are lithium-based, in particular Li-ion batteries. Li-ions have several advantages over conventional battery chemistries, such as lead-acid, including lower weight, higher tolerance to "fast charging" rates, high power density, high energy storage and output power, and long cycle life.

[0123] The energy storage device 11 is designed to receive and supply a very large current flow to / from the motor / generator 3, since a crankshaft-driven motor / generator can generate kilowatts of electrical power and an energy storage-driven motor / generator, in addition to requiring a sufficient high-voltage current to generate over 100 nm of torque to drive the auxiliary power units when the clutch-pulley-damper unit is disengaged from the motor crankshaft, may require 300 peak amperes of high-voltage current to start a diesel engine.

[0124] Although the supercapacitors are capable of handling peak current demands of the FEMG system, the battery portion of the energy storage unit 11 is dimensioned to provide sustained current output rates and a total energy output that meets the highest current demand. Based on experience with commercial vehicle operation, the battery portion of the energy storage unit 11 in this embodiment is dimensioned to ensure satisfactory operation at a level of 58 kW for 10 minutes every hour (a power requirement that corresponds to operating the engine fan at its maximum speed solely by the engine / generator at regular intervals, as well as simultaneously using the air conditioning and air compressor).Calculations have shown that an output of 58 kW for 10 minutes per hour, assuming an operating efficiency of 95% for the inverter 14, would require a withdrawal of 10 kWh (kilowatt hours) of energy from the energy storage system 11. At a system voltage of 400 V, this output level requires the energy storage batteries to have a storage capacity of approximately 15 Ah (ampere-hours).

[0125] In addition to calculating the minimum storage capacity to meet the expected highest vehicle demand, the design of the battery portion of the energy storage system takes into account 11 basic operational needs. For example, there is an operational desire to avoid fully discharging the energy storage batteries, both to prevent a situation where the energy storage system cannot meet an immediate vehicle need (for example, being unable to start the engine when the motor / generator is used as an engine starter) and to avoid potential battery cell damage due to discharging to levels far below the minimum cell operating voltage recommended by the battery cell manufacturer (typically not below 1.5–2 V / cell for a 3.8–4.2 V lithium-based battery cell).The design of the energy storage device in the present embodiment thus includes the requirement that the highest discharge demand does not discharge the battery portion of the energy storage device below a capacity of 50%. This requirement results in the energy storage device 11 having a battery capacity of 30 Ah.

[0126] With a design target of 30 Ah and using lithium-ion battery cells, each with an individual nominal voltage of 3.8 V and a discharge capacity of 33 Ah at a discharge rate of 0.3 C (such as a battery cell weighing 0.8 kg (kilograms) and rectangular dimensions of 290 mm x 216 mm x 7.1 mm), it was determined that the required energy storage capacity (30 Ah at 400 V) could be provided by arranging 4 individual battery cells in series to create a 33 Ah battery module with a nominal voltage of 15.2 V and connecting 28 of these battery modules in series to provide a battery pack with a capacity of 33 Ah at a nominal voltage of 15.2 V / module x 28 modules = 425 V (actual operating voltage typically at or below 400 V). This battery pack (without casing) weighs approximately 90 kg and has a volume of approximately...50 liters, a weight and size that can easily be accommodated alongside the chassis of a commercial vehicle.

[0127] The energy storage unit 11 is equipped with a battery management system (BMS) 12. The BMS control module monitors the state of charge of the battery pack and the temperatures, handles battery maintenance tasks such as cell balancing (monitoring and adjusting the state of charge of individual cells or groups of cells), and communicates battery pack status information to the FEMG control module 13. The battery management system 12 can be located together with the FEMG control module 13 or at another location separate from the battery pack within the energy storage unit 11; however, installing the battery management system 12 with the energy storage unit 11 allows for the use and replacement of a modular energy storage system.

[0128] Another design consideration for the energy storage device 11, which receives and supplies large amounts of high-voltage current, is the need for cooling. In the present embodiment, of the FEMG components requiring cooling—the energy storage device 11, the motor / generator 3, the inverter 14, the gearbox 16, and the clutch 15 of the clutch-pulley-damper unit 19—the battery storage device 11 has the greatest need for cooling to prevent damage due to overheating. The preferred operating temperature range for lithium-ion batteries is -20°C to 55°C. These temperatures are comparable to operating temperature limits of 150°C for the motor / generator 3, 125°C for the inverter 14, and 130°C for the gearbox 16 (and the clutch 15, if the clutch is a wet clutch).In this embodiment, significant savings in complexity and cost are achieved by cooling all primary FEMG components with the oil circulating for lubrication and cooling within the gearbox. This is possible when the battery pack of the energy storage unit 11 receives the cooling oil as the first component downstream of the air / oil cooler, which dissipates heat from the oil—that is, before the cooled oil is recirculated and absorbs heat from other FEMG components in the oil cooling circuit. This arrangement ensures that the battery pack receives the cooling oil flow at a temperature that allows it to remain below 55°C before the oil encounters higher temperatures in the motor / generator, inverter, and gearbox.

[0129] Implementations of the algorithm for determining the FEMG system energy storage charge state.

[0130] The state of charge of the energy storage battery can be determined in various ways. Fig. Figure 25 is an example of a known control algorithm usable in the present invention for estimating the state of charge of the battery management system. In a first step S101, the battery management system 12 initializes a start (a "power-on"). Step S102 symbolizes the estimation of the state of charge of the battery cells by the BMS using the so-called "Coulomb counting" method, here by sampling cell and group voltages (V, T) and temperatures to create an estimated baseline charge level and thereby starting from which the magnitude of the current (I) fed into and drawn from the battery pack is tracked.

[0131] Although this approach to state-of-charge monitoring offers the advantage of providing highly accurate current flow monitoring in real time using relatively inexpensive technologies, it does not provide a reliable indication of the extent of charge loss from the battery cells due to self-discharge phenomena resulting from undesired chemical reactions. Since these phenomena are highly temperature-dependent and can lead to a large charge loss not detected in step S102, in this embodiment the battery management system also performs an additional state-of-charge estimation step, S103, a so-called "in-loop" approach.In this state-of-charge estimation approach, the open-circuit voltage of the battery cells is measured, and this voltage is compared with stored voltage / state-of-charge values ​​to measure the battery charge level, which in itself accounts for previous self-discharge losses. Furthermore, by comparing with previously stored information, a self-discharge rate can be estimated, and this self-discharge rate can be used to estimate the battery's health (that is, a high self-discharge rate indicates that the battery cells are deteriorating compared to a new state).

[0132] A disadvantage of the "upstream" approach is that it cannot be easily used in real time, as the energy storage unit's battery pack 11 is in use to receive and supply high-voltage current as needed to maintain ongoing vehicle operation. Consequently, the open-circuit voltage-based state-of-charge and health estimates in step S103 are only performed when the energy storage unit's battery is in a state where it is neither receiving nor supplying current. If the estimates in step S103 cannot be performed, the battery management system routine proceeds to step S104, and the last state-of-charge and health estimates from step S103 are used in the subsequent calculations.

[0133] Based on the cell and group voltages, temperatures, current inputs and outputs from step S102, and the final correction factors from step S103 to account for self-discharge effects, the battery management system in step S104 calculates suitable charge and discharge power limits available for operating the energy storage unit 11 within the FEMG system. It then performs a cell balancing algorithm to identify battery cells requiring charge balancing and applies appropriate selective cell charging and / or discharging to equalize cell voltages within the 4-cell modules and between the 28 modules. Cell balancing is particularly important when using lithium-ion battery cells, as these cells age and can self-discharge at different rates.As a result, individual battery cells can develop different charging capacities over time, a condition that can lead to one or more cells in a module (or between different modules) becoming overcharged and others undercharged. In either case, overcharged or undercharged battery cells can be irreparably damaged.

[0134] In step S105, the battery management system 12 communicates battery pack status information to the FEMG control module 13, including information about the power limits required for the current state of charge and temperature of the battery cells. In parallel, in step S106, battery cell data is stored in memory for use in future cell monitoring iterations. Upon completion of the battery pack status determination and cell balancing routines, the controller returns to the beginning of the charge estimation control loop, making self-discharge rate data available at the beginning of the control loop for use in subsequent steps.

[0135] Implementations of FEMG system operating modes and control algorithms.

[0136] In this embodiment, the FEMG system operates in several modes, including generator mode, engine mode, idle mode, off mode, and stop / start mode. The mode selected for the current operating conditions is based at least partially on the current state of charge of the energy storage device 11, wherein the FEMG control module 13 is programmed to recognize a minimum charge level, in this embodiment 20% charge capacity, an intermediate charge level of 40%, and a maximum charge level of 80% (a level selected to ensure that the energy storage device is protected against cell overcharging, particularly in the event that a single cell self-discharge has created a cell imbalance state).

[0137] In generator mode, the clutch 15 is engaged, and the motor / generator 3 is driven to generate electrical energy for storage whenever the energy storage charge level falls below the minimum charge level. The clutch remains engaged until the intermediate charge level is reached. Once the intermediate charge level is reached, the FEMG control module 13 switches between generator, motor, idle, and off modes as needed. For example, if the motor / generator 3 is operated with the clutch 15 disengaged to drive the auxiliary power units, the FEMG control module triggers a switch to generator mode and engagement of the clutch 15 to charge the energy storage device 11 when braking, deceleration, or negative torque events occur (as long as the charge level of the energy storage device 11 remains below the maximum charge level).

[0138] In motor mode with the clutch 15 disengaged, the FEMG control module 13 modulates the amplitude and frequency of the current supplied to the motor / generator 3 by the inverter 14 to provide stepless speed control. This capability allows the motor / generator 3 to operate in a manner that drives the pulley 5, and thus the auxiliary power units driven by the pulley 5, at a speed and torque output level that meets the requirements of the current operating conditions, without wasting energy due to operation at unnecessarily high speeds and torque output levels.The variable output control of the FEMG system via the motor / generator 3 has the additional advantage of minimizing the amount of stored electrical energy that needs to be supplied from the energy storage device 11, thereby reducing the energy storage device charging requirements and extending the time for which the energy storage device 11 can supply high-voltage current before reaching the minimum state of charge.

[0139] If the charge level in the energy storage unit 11 is above the minimum level, there are no braking, deceleration or negative torque conditions and the auxiliary power units do not request torque from the motor / generator 3, the FEMG control module 13 initiates the idle mode in which the clutch 15 of the clutch pulley damper 19 is disengaged and the motor / generator is “switched off”, i.e., it is neither operated to generate electrical energy for storage nor to generate torque to drive the auxiliary power units.

[0140] In both generator, motor and off modes, the FEMG control module can control the clutch 15 to engage when the power machine requests torque output support from the motor / generator, and simultaneously control the supply of electrical energy from the energy storage 11 to the motor / generator for conversion into additional torque for transmission to the power machine crankshaft.

[0141] Furthermore, the FEMG control module is programmed to protect against unintentional excessive discharge of the energy storage device 11. For example, if the torque and speed requirement of the engine fan 7 exceeds 90% of its maximum design requirement, the clutch 15 of the clutch pulley damper 19 is engaged in this embodiment to mechanically drive the engine fan 7 (and consequently the other engaged engine auxiliary units) from the engine crankshaft. This allows the engine / generator 3 to operate in idle or generator mode, thus preventing a potentially damaging excessive discharge of the energy storage device 11 and avoiding a charge state in which the stored energy is insufficient to support loads when the engine is switched off (for example, engine start-up or sleeper cab support during rest periods when the engine is switched off).

[0142] An additional operating mode is a start mode, used for the initial starting of a cold engine and for start-stop functionality (i.e., switching off the engine after a stop and restarting it when driving resumes). In this embodiment, the start-stop function is controlled by the FEMG control module 13. If suitable conditions are present (for example, the charge level of the energy storage device 11 is above a minimum threshold for engine start, the vehicle speed is zero for a sufficient duration, the transmission is in neutral or the transmission clutch is disengaged, the vehicle doors are closed, etc.), the FEMG control module signals the engine control module to switch off the engine, thereby reducing fuel consumption and unwanted engine idling noise to a minimum.If the vehicle is to resume movement, as indicated by a signal, such as the release of the brake pedal or the engagement of the transmission clutch, the FEMG control module 13 controls the engagement of the clutch 15 and the supply of energy from the energy storage unit 11 for the operation of the motor / generator 3 to generate a high torque for starting the engine. The supply of engine starting torque begins from an initial engine / generator speed of zero if no auxiliary power unit operation request was present during the engine-off period (in which case there would be no need for pulley-crankshaft speed coordination, as both sides of the clutch would be at zero speed).If the motor / generator 3 has driven the pulley 5 to drive auxiliary power units during the power unit's shutdown period, the motor / generator 3 would alternatively be controlled to slow down to a speed below which clutch damage would occur if the clutch 15 were engaged. With a dog clutch, this could be at or near zero speed, whereas a multi-plate wet clutch might better tolerate some relative movement between the pulley side and the stationary crankshaft side of the clutch.

[0143] Furthermore, the FEMG system can store sufficient energy to operate a dynamic heat generator for preheating a cold engine before a cold start, thereby significantly reducing the resistance that a cold engine would present to the engine / generator during a cold start. The use of a dynamic heat generator also makes it possible to reduce the size, weight, and cost of the engine / generator by lowering the peak cold-start torque requirement that the engine / generator must provide under the expected operating conditions of the vehicle.

[0144] The peak cold-start torque requirement that the engine / generator must provide under the expected operating conditions of the vehicle, according to its design, can also be reduced by other support devices. For example, the size of the engine / generator can be reduced if the engine starting torque is supplemented by a compressed air starter motor driven by the vehicle's compressed air reservoir. The size of a compressed air starter motor can be minimized to ensure that it can be positioned with the FEMG components at the front end of the engine, because the compressed air starter motor does not need to be sized to start the engine on its own.Such cold-start assistance would be less expensive and lighter than the option of using a conventional electric engine starter motor to rotate the engine flywheel and would have a negligible impact on the improvements in system energy efficiency achievable through the FEMG system.

[0145] Algorithms for determining the operating speed of FEMG system power machine auxiliary units and the motor / generator operating speed.

[0146] One embodiment of an FEMG system control strategy is described using the flowcharts of the Fig. 26 and Fig. 27 explained following a brief discussion of the underlying strategic principles.

[0147] In general, greater fuel savings can be achieved by maximizing the duration that auxiliary power units and other components are driven electrically rather than by conventionally supplied mechanical power unit energy. A control strategy that improves the use of electrical energy is an essential part of achieving these improvements. One approach of the present invention is to maximize the number of components that can be driven electrically while minimizing the number of electric machines required to drive the auxiliary power units. Thus, instead of providing most or all of the vehicle's energy-requiring components with their own electric motors, in the present invention a single electric motor (such as the motor / generator 3) provides both mechanical torque output and electrical energy generation.The single-engine / generator approach is coupled with a control strategy that ensures the needs of the power unit's auxiliary component or other component with the highest requirement or priority are met, while simultaneously minimizing inefficient operation of other auxiliary components or components by adapting their operation to a practical extent to the conditions set to meet the highest requirement. In the control strategy discussed below, individual power unit auxiliary components are equipped with clutches that allow them, depending on the auxiliary component, to be selectively disengaged, driven at a speed dictated by the auxiliary component with the highest requirement or priority, or driven at a reduced speed using a variable-engagement clutch.

[0148] When the auxiliary power units are driven by the engine crankshaft, that is, when clutch 15 is engaged, each auxiliary power unit is mechanically driven under a "base" or "original" control strategy (OCS) that corresponds to how these auxiliary units would be driven in a conventional engine application without a FEMG system. Under such a strategy, the auxiliary units have individual clutches that are actuated according to their individual base control schemes, with their clutches being fully engaged, partially engaged, or disengaged in the same manner as in a non-hybrid internal combustion engine application.

[0149] However, when the clutch-pulley-damper unit clutch 15 is disengaged and the auxiliary power units begin to be driven by the motor / generator 3 using energy from the energy storage unit 11, the FEMG control module variably controls the speed of the pulley 5 and thus the auxiliary power unit drive belt in a manner that meets the current vehicle needs without providing more auxiliary power unit drive torque than is required under the current operating conditions.Under such a VSC strategy (VSC - variable speed control / stepless speed control), the FEMG control module 13 uses stored data on the operating characteristics of the individual power machine auxiliary units to control the various auxiliary units simultaneously in a way that further minimizes the amount of electrical energy required to drive the motor / generator 3 in motor mode (the FEMG control module 13 can directly control the auxiliary units or output signals to other modules, such as the power machine control module, to control the execution of the desired auxiliary unit operations).Despite the fact that the most efficient or desirable operating speed for each auxiliary unit has been mapped, because the engine / generator 3 drives all of the power unit's auxiliary units with the same belt at the same belt speed, if one auxiliary unit is operating at its optimum, the others may be operating at suboptimal points. For this reason, the FEMG control module 13 compares the preferred operating speeds of each of the auxiliary units with their speeds when driven by the engine / generator 3 at a speed sufficient to meet the highest auxiliary unit requirement and determines whether the individual clutches of the auxiliary units can be actuated to generate a single auxiliary unit speed that is closer to the preferred operating speed of that individual auxiliary unit.Where possible, the FEMG control module overrides the usual auxiliary unit clutch control strategy and activates the auxiliary unit clutches as needed to deliver individual auxiliary unit speeds that provide improved performance.

[0150] The selection of suitable speeds for engine auxiliary units begins with determining a desired ideal operating speed for each auxiliary unit under the current operating conditions using a control logic, such as the one described in Fig. 26 shown.

[0151] When the algorithm for determining the auxiliary unit speed is started, the FEMG control module 13 retrieves data about the current vehicle operating conditions from its memory 201 in step S201. This data is received from the vehicle's sensors and other control units, most of which are supplied to the FEMG control module 13 via the CAN bus according to the SAE J1939 network protocol. The module then determines the current operating conditions. This process provides a predicate for determining in step S202 whether the current operating conditions require the operation of a specific auxiliary unit, such as the engine fan. If the auxiliary unit is to be switched on, the routine proceeds to step S203 to determine whether the auxiliary unit is coupled to the auxiliary unit drive via a single multi-stage clutch.

[0152] If the FEMG control module 13 determines in step S203 that such an auxiliary drive coupling is present, the routine proceeds to step S204 to determine the target auxiliary drive operating speed for the given operating condition. During the execution of step S204, the FEMG control module 13 accesses information 202, for example in the form of lookup tables, characteristic curves, or mathematical functions, from which it can determine an auxiliary drive operating speed at which the auxiliary drive operates efficiently under the current operating conditions.In step S205, the FEMG control module 13 compares the specified auxiliary unit target operating speed with the auxiliary unit's speed when its clutch is fully engaged and modulates the auxiliary unit clutch to set a suitable clutch operating state (for example, a degree of clutch slip in the case of a variable-slip clutch or a specific reduction ratio in the case of a multi-stage clutch, such as a three-stage clutch). After modulating the auxiliary unit clutch as appropriate for the conditions, in step S207, the FEMG control module 13 checks whether the FEMG system motor mode has ended (that is, determines whether the motor / generator 3 should continue to drive the auxiliary unit via the pulley 5).If the system is still operating in engine mode, the control unit returns to the beginning of the auxiliary drive speed determination process to further evaluate the auxiliary drive speed requirements in light of the ongoing operating conditions. If step S207 determined that engine mode has ended, the routine terminates. Fig. 26.

[0153] If the FEMG control module 13 determines at step S203 that a multi-stage auxiliary drive clutch is not present (i.e., the auxiliary drive speed cannot be modulated relative to the engine speed), the routine proceeds directly to step S206 to actuate the auxiliary drive clutch to fully couple the auxiliary drive to the auxiliary drive. The control system then switches to step S207, in which the engine mode evaluation described above is performed.

[0154] The algorithm of Fig. 26 is a component of the in Fig. 27 shown in the overall power unit auxiliary unit control strategy of the present embodiment. At the beginning of the FEMG system algorithm, in step S301, the FEMG control module 13 retrieves data received from the battery management system 12 from its memory 201 to determine the state of charge of the energy storage device 11. Next, in step S302, the FEMG control module 13 retrieves data from the vehicle's sensors and other controls regarding the current vehicle operating conditions from memory 201 to determine the current operating condition under which the power unit operates (in this embodiment, the evaluation in step S302 provides the data in step S201 of the auxiliary unit speed determination algorithm of Fig. 26 required pieces of information and therefore does not need to be repeated in step S322 below).

[0155] After determining the current operating conditions, the FEMG control module 13 determines the mode in which the FEMG system should operate and accordingly controls the engagement or disengagement of the clutch 15 of the clutch-pulley-damper unit 19 (step S303). If the clutch 15 is to be in an engaged state in which the pulley 5 is coupled to the damper 6 (and thus to the engine crankshaft), the determination of how the auxiliary units are to be operated with the engine drive pulley 5 can be carried out by the FEMG control module 13 or another auxiliary unit control module. Fig. In step S311, the FEMG control module 13 transfers the control of the auxiliary drive clutches to the vehicle's engine control module (ECM), which can then determine the auxiliary drive speeds in a manner comparable to the original control strategy (OCS). After the auxiliary drive control is transferred in step S311, processing ends in step S312.

[0156] If, in step S303, it is determined that the motor / generator 3 is to electrically drive the auxiliary units (i.e., the “motor mode” in which the clutch 15 of the clutch-pulley-damper unit 19 is in a disengaged state in which the pulley 5 is decoupled from the damper 6 and thus from the crankshaft), the motor / generator 3 is controlled in this embodiment using the VSC strategy (VSC - variable speed control).

[0157] The VSC strategy is implemented here by first determining a preferred auxiliary unit operating speed for each auxiliary unit in step S322, taking into account information about all of the auxiliary unit properties and variables evaluated in step S321.

[0158] In step S323, the FEMG control module 13 determines whether at least one auxiliary unit that could be driven by the motor / generator 3 is switched on, i.e., whether it is in a state where it is to be driven by the motor / generator 3 via the pulley 5. If there is no auxiliary unit operation request under the current conditions, the control system returns to step S303.

[0159] If step S323 determines that at least one auxiliary unit is in a switched-on state, the FEMG control algorithm determines in step S324 whether more than one auxiliary unit needs to be driven by the motor / generator 3 (i.e., whether more than one auxiliary unit is switched on). If there is only a single auxiliary unit with a torque requirement, the control process continues with a subroutine that focuses solely on the operation of the single switched-on auxiliary unit. Thus, in step S325, the motor / generator speed required to drive the single auxiliary unit at its preferred operating speed is calculated, the single drive clutch of the auxiliary unit is controlled in step S326 to fully engage, and the motor / generator 3 is controlled in step S327 to operate at the speed determined in step S325.Since the motor / generator speed is variably controlled in this embodiment, the pulley speed 5 can be set to precisely the level required to drive the auxiliary power unit with the highest demand. The control system then returns to the start of the control algorithm.

[0160] If, in step S324, it is determined that more than one auxiliary unit must be driven by the motor / generator 3, the FEMG control module 13, according to the VSC strategy, determines in step S328 for each auxiliary unit the motor / generator speed required to drive it at its individual preferred operating speed. The calculated speeds are then compared in step S329 to identify the highest motor / generator speed requirement of the engaged auxiliary units. Then, in step S330, the FEMG control module 13 controls the individual clutch of the auxiliary unit requiring the highest motor / generator speed to fully engage, and in step S331, it controls the motor / generator 3 to operate at the required highest motor / generator speed.As part of the VSC strategy, in step S332 the FEMG control module controls the operation of individual auxiliary unit clutches of the remaining engaged auxiliary units equipped with single clutches, such that the operation of these auxiliary units is adjusted to the required maximum engine / generator speed set in step S329. Since the set engine / generator speed (the speed required to operate the auxiliary unit that demands the highest engine / generator speed) is higher than the speed required by the remaining auxiliary units to operate at their preferred speeds, if an auxiliary unit is equipped with a single clutch that is partially engaged (for example, can be "slipped"), the clutch can be controlled to allow enough slippage to keep the speed of its auxiliary unit closer to its preferred operating speed (as determined in step S322).Then the control system returns to the start of the control algorithm.

[0161] The following is an example of the execution of the preceding procedure for the case of a vehicle with three auxiliary units driven by the crankshaft pulley: an engine fan, an air conditioning compressor, and an air compressor.

[0162] In this example, the engine fan is equipped with a multi-speed fan clutch, such as a three-stage clutch or a variable-speed clutch (for example, a viscous fan clutch). The air conditioning and air compressors have individual "on / off" clutches with only engaged and disengaged states. The FEMG control module 13 controls the operating state of each of the auxiliary drive clutches. The final speed of each auxiliary drive is a function of the pulley drive ratio, the engine / generator speed, and the type of auxiliary drive clutch (i.e., "on / off," variable slip, or multiple reduction ratio stages).

[0163] In this simplified example, for a given set of vehicle operating conditions, the preferred operating point of each auxiliary unit and the corresponding engine / generator speed to maintain that preferred operating point are: operation of the engine fan at 1050 rpm (a fan speed requiring an engine / generator speed of 1050 rpm / 1.1 ratio between fan pulley and belt pulley / 5 times 2:1 gear reduction ratio = 1909 rpm); operation of the air conditioning compressor at 1100 rpm (corresponding to an engine / generator speed of 1294 rpm); and operation of the air compressor at 2000 rpm (corresponding to an engine / generator speed of 2667 rpm).

[0164] If the FEMG control module 13 determines that the operation of the air compressor has the highest priority under the given conditions (for example, if the stored compressed air quantity approaches minimum safety levels for compressed air brake operation), the FEMG control module 13 controls the motor / generator 3 to operate at the 2667 rpm required to support the air compressor's speed requirement of 2000 rpm. However, this motor / generator speed is significantly higher than the speeds required by the engine fan or the air conditioning compressor (at the motor / generator speed of 2667 rpm, the engine fan speed and the air conditioning compressor speed would be 1467 rpm and 2267 rpm, respectively).The FEMG control module 13, which has access to the operating characteristics of the engine's auxiliary units, and depending on the type of clutches of the other auxiliary units, could then adjust the clutch engagement to operate the other auxiliary units closer to their preferred operating speeds. For example, if the fan were equipped with a variable-slip clutch, the FEMG control module could control the fan clutch slip to provide the preferred engine fan speed of 1100 rpm.Although the air conditioning compressor might only have an "on / off" clutch and would therefore be driven at 1467 rpm (instead of the preferred speed of 1050 rpm) when its clutch is engaged, the FEMG control module could analogously control the operation of the air conditioning compressor's "on / off" clutch to reduce the compressor's operating phase to a point where the current air conditioning demand can be met by periodically running the air conditioning system at 1467 rpm. This approach gives the FEMG control module the ability to meet the needs of the power unit with the highest current demand, while reducing energy waste by driving other auxiliary units at higher speeds than required or with an unnecessarily high duty cycle (for example, 100%).

[0165] In another example, the engine may be equipped with auxiliary units that cannot be disconnected by a drive belt driven by pulley 5. In such a case, the FEMG control module 13, considering the operating characteristics, may determine that the greatest overall system energy efficiency can be achieved through a compromise. For example, suppose that the air compressor currently has the highest demand, and it would be preferable to operate the air compressor at the speed of 2000 rpm, at which the compressor is most efficient. If the FEMG control module then determines that an engine coolant pump driven at the engine / generator speed of 2667 rpm would operate at an undesirably low power output (i.e., at a pump speed that significantly increases the pump's energy consumption), and the vehicle conditions permit,If the air compressor operates at a lower speed (for example, if the current need is to "refill" the compressed air storage tanks rather than fulfilling an urgent, safety-related compressed air requirement), the FEMG control module can control a lower engine / generator speed at which the engine coolant pump operates at a higher power output (for example, 2400 rpm), even though the air compressor operates at a slightly lower power output at this speed. This results in the combined operation of the engine coolant pump and air compressor increasing the overall system power output compared to operating these auxiliary units at an engine / generator speed of 2667 rpm.

[0166] The preceding disclosure has been cited merely to illustrate the invention and is not intended to be limiting. Since such modifications of the disclosed embodiments, which incorporate the idea and essence of the invention, may be apparent to those skilled in the art, the invention should be interpreted as encompassing everything within the scope of protection of the attached claims and their equivalents. Reference symbol list: 1 air compressor 2 air conditioning compressors 3 Motor / Generator 4 gears of the drive unit 5 Pulley 6 dampers 7 Power engine fans 8 Power machine 9 vehicle batteries 10 DC / DC converters 11 Energy storage 12 Battery Management System 13 electronic FEMG control unit 14 AC / DC converters 15 Clutch 16 gearboxes 17 Flange shaft 18 Rotor shaft 19 Clutch pulley damper unit 20 engine coolant coolers 21 belt drive components 22 Clutch actuator 23 coupling plates 24 Clutch spring 25, 26 claw coupling elements 27 Clutch release rod 28 screw holes 29 External gearing 30 Internal teeth 31, 32 claws 33 spring 34 warehouses 35 Gearbox housing hinged shell 36 Reduction gear at the pulley end 37 middle reduction gear 38 Reduction gear at the motor / generator end 39 warehouses 40 holes 41 Membran 42 Cover 43 wave hole 44 Mounting flange 45 Mounting ring 46 Mother 47 Crankshaft 48 Oil pan 49 chassis carriers 50 power machine support bearings 51 fortification camps 52 holes 53 holes 54 support arms 55 Engine / Generator Gearbox Side 56 fastening pins 57 Rotor shaft bore 58 Low-voltage connection 59 High-voltage connection 60 Coolant channel 61 Cooling channel part for electronics 62 Power engine control unit 64 sensors 65 SAE-J1939-Bus 66 vehicle equipment 67 DC bus 68A-68F Control lines 69 Transistor control line 70 DC / DC voltage converters 71 DC / DC converters 72 12V battery 73 12V loads 74 DC / DC converter transistor driver circuit 75 DC / DC converter output 76 Primary winding of the transformer 77 Transformer 78 AC phase connection 79 printed circuit board 80 IGBT pack 81 IGBT driver circuits 82 EMI filters and DC capacitors 83 FEMG control module microcontroller 101 Engine / Generator Clutch Position Sensor 102 Motor / Generator Speed ​​Sensor 103 auxiliary power unit clutch positions 104 air compressor condition sensors 105 status sensors of the dynamic heat generator 106 FEMG coolant temperature sensor 107 FEMG coolant pressure sensor 108 12V battery voltage sensor 111 Brake control 112 Retarder control 113 EAC control 114 Gearbox control 115 Instrument panel control 120 individual auxiliary power unit couplings 121 FEMG coolant pump 201 FEMG control module memory 202 FEMG control module operating parameter memory 303 Clutch release rod bushing 304 Bushing bearings 305 Compressed air device 306 Fastening element 307 Torque arm 308 Anchor point 309 AC-DC converter 310 Energy source outside the vehicle

Claims

[1] Integrated switchable clutch device of a hybrid electrical arrangement for an internal combustion engine (8) comprising: a power-machine-side part designed to be coupled to a rotatable shaft of the power machine for coaxial rotation, a drive-side part designed to drive an auxiliary power unit, to be selectively engaged with the power-side part and to be driven by an electric motor at a front of the drive-side part opposite a rear of the drive-side part that points to the rotatable shaft of the power unit, and an engagement actuator designed to selectively engage the drive-side part with the power-side part, wherein the drive-side part concentrically surrounds at least a part of the coupling (15) along a coupling device rotation axis, characterized by , that The coupling device further includes: a clutch actuator (22) designed to move the power-side part of the clutch (15) and / or the drive-side part of the clutch (15) axially into and out of engagement with the other part of the clutch (15) – the power-side or the drive-side part, wherein the clutch actuator (22) is a pneumatic actuator. [2] Integrated switchable clutch device according to claim 1, wherein the rotatable power engine shaft is a power engine crankshaft. [3] Integrated switchable clutch device according to claim 2, wherein the engine-side part contains a crankshaft damper part, the drive-side part includes a pulley part which has at least one auxiliary drive surface on an outer circumference designed for engagement with an auxiliary drive, and the engagement actuator is a clutch (15) wherein the clutch (15) comprises a power-side engagement part and a drive-side engagement part, at least one of which is coupled to or integrally formed with the drive-side part of the integrated switchable clutch device. [4] Integrated switchable clutch device according to claim 3, wherein the at least one auxiliary drive surface is configured to drive an auxiliary drive belt. [5] Integrated switchable clutch device according to claim 4, wherein an outer circumference of the power-side part includes a further auxiliary drive surface. [6] Integrated switchable clutch device according to claim 3, wherein the clutch (15) is a jaw clutch. [7] Integrated switchable clutch device according to claim 3, wherein the clutch (15) is a disc clutch. [8] Integrated switchable clutch device according to claim 7, wherein the disc clutch is a multi-disc clutch. [9] Integrated switchable clutch device according to one of the preceding claims, wherein the pneumatic actuator is configured to be coaxial to the front of the drive-side part and to be aligned to actuate a clutch actuating shaft to axially displace the engine-side part of the clutch (15) and / or the drive-side part of the clutch (15).

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