Hybrid powertrain and low voltage motor generator

Abstract

To overcome or reduce hazards to a driver, maintenance personnel, safety crews and others during collisions.SOLUTION: A low-voltage motor-generator is arranged concentrically around a drive shaft so as to form a drive connection between a rotor and the drive shaft. The low-voltage motor-generator, an inverter unit, an electric power source and a gearbox are arranged entirely inside a bell housing (10) of the gearbox. An electronic control unit includes: a) at least one controller arranged in the bell housing and no controller arranged out of the bell housing; b) two or more controllers, at least one controller arranged in the bell housing and at least one controller arranged out of the bell housing; or c) at least one controller arranged out of the bell housing, and no controller arranged in the bell housing.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a hybrid powertrain comprising a low voltage motor-generator, in particular a 48V motor-generator, according to the independent claims. [Background technology]

[0002] A conventional hybrid powertrain is comprised of an internal combustion engine, a high-voltage motor-generator with an inverter, an electric power source, a drive shaft that transmits mechanical power between the internal combustion engine and the high-voltage motor-generator, and an electronic control unit that controls the high-voltage motor-generator and the inverter.

[0003] Such hybrid powertrains are used to harvest mechanical kinetic energy from a vehicle, for example during deceleration, partial throttle and braking events, and convert the mechanical kinetic energy into electrical energy using a high voltage motor-generator and an inverter, which is stored in a power source and released to drive the high voltage motor-generator when additional power is required, such as during acceleration events. Summary of the Invention [Problem to be solved by the invention]

[0004] Because prior art hybrid powertrains operate using high voltages to drive motor-generators, these systems present a safety risk in the event of human contact with electrical conductors within the system. Electrical conductors are found in high voltage motor-generators, inverters, power sources, and electronic control units. Such conductors are often located in vulnerable locations on the vehicle. Thus, damage may expose the high voltage conductors to human contact in the event of a collision or other unintended manner of damage.

[0005] Prior art hybrid powertrains attempt to overcome this safety issue by measures such as providing additional insulation, however such measures are expensive and can be dislodged when performing maintenance (when parts are removed) or if the vehicle is crashed, events which occur frequently, especially in motorsport.

[0006] The object of the present invention is to provide a hybrid powertrain for a vehicle with a low-voltage motor-generator that is adapted to overcome or at least reduce the drawbacks known from the prior art, in particular the dangers to the driver, maintenance personnel, safety crews and other persons in the event of a crash. [Means for solving the problem]

[0007] This object is solved by the present invention according to the subject matter of the independent claims. Advantageous aspects of the invention are the subject matter of the dependent claims.

[0008] The present invention includes a hybrid powertrain for a vehicle or other equipment equipped with a low voltage motor-generator, particularly a 48V motor-generator, the hybrid powertrain comprising: An internal combustion engine; a clutch operatively connected to the internal combustion engine; a drive shaft operatively connected at a first end to the clutch and at a second end to the gearbox; a low voltage motor-generator operatively connected to the drive shaft; an inverter unit operatively connected to the low voltage motor-generator; An electronic control unit; a power source operatively connected to the inverter unit; Including, a low voltage motor-generator concentrically disposed about the drive shaft so as to form a driving connection between a rotor of the low voltage motor-generator and the drive shaft; The low voltage motor-generator, inverter unit, power source, and gearbox are located entirely inside the gearbox bell housing. The low voltage motor-generator operates on a power source of 60V or less, specifically the commonly used designated 48V. The electronic control unit either a) includes at least one controller located within the bell housing, but does not include a controller located outside the bell housing, b) includes two or more controllers, at least one controller located within the bell housing and at least one controller located outside the bell housing, or c) includes at least one controller located outside the bell housing, but does not include a controller located within the bell housing.

[0009] In that the low voltage motor generator, inverter unit, power source, gearbox and, advantageously, electronic control unit are entirely located inside the bell housing of the gearbox, the current carrying components, i.e., the low voltage motor generator, inverter unit, power source and, advantageously, the electronic control unit, are not directly accessed from outside the bell housing of the gearbox, and are therefore much safer for human users, as they cannot come into direct contact with these high amperage current carrying components. b) In the case of two or more controllers, at least one controller located inside the bell housing and at least one controller located outside the bell housing, advantageously, the high current carrying controller may be located inside the bell housing and the low current carrying controller may be located outside the bell housing. c) In the case of at least one controller located outside the bell housing but no controller located inside the bell housing, advantageously, any high current carrying controller may be covered from human contact by a separation means or cover arrangement.

[0010] Preferably, the at least one controller located outside the bell housing is located on an exterior sidewall of the bell housing, which allows for close proximity placement.

[0011] More preferably, the electronic control unit includes a controller capable of controlling high power switching between the phases of the motor to allow basic control of speed and torque.

[0012] Also preferably, the electronic control unit includes a controller capable of manipulating torque and speed based on a variety of inputs, such as driver demand, engine operation, temperature, environmental and / or application inputs.

[0013] The low voltage motor-generator, inverter unit, power source and gearbox are sized and shaped to fit entirely inside the bell housing of the gearbox, and advantageously the electronic control unit, along with the other components, is also sized and shaped to fit entirely inside the bell housing of the gearbox.

[0014] Additionally, the gearbox bell housing is sized and shaped to completely house the low voltage motor-generator, the inverter unit, the power source, the gearbox, and advantageously the electronic control unit.

[0015] The low voltage motor-generator is configured to operate at an operating voltage low enough to be safe for human contact, in a preferred embodiment, the low voltage motor-generator is configured to operate at an operating voltage of less than 60 volts.

[0016] The inverter unit may include solid state switches such as MOSFETs.

[0017] According to a preferred embodiment, the power source is located within 1000 mm, especially within 500 mm, of the inverter unit, which allows the power source to be located close to the inverter unit and allows both the power source and the inverter unit to be located inside the bell housing of the gearbox.

[0018] According to another preferred embodiment, the inverter unit is located within 1000 mm, particularly within 100 mm, of the low-voltage motor-generator, which allows the inverter unit to be located close to the low-voltage motor-generator and allows both the inverter unit and the low-voltage motor-generator to be located inside the bell housing of the gearbox.

[0019] According to a particularly preferred embodiment, the low voltage motor-generator includes a plurality of axial homopole conductors, each configured to conduct at least 300 amperes. The inverter unit is configured to provide at least two solid state switches for each axial homopole conductor of the low voltage motor-generator, the solid state switches being disposed directly on the respective homopole conductor. The low voltage motor-generator includes a plurality of axial homopole conductors, each configured to conduct at least 300 amperes, each of which enables the low voltage motor-generator to operate with an operating power of 30 kW or more at an operating voltage safe for human contact, in particular an operating voltage of less than 60V.

[0020] According to an advantageous embodiment, the low-voltage motor-generator is configured to provide an operating power of at least 30 kW, preferably at least 45 kW. According to another advantageous embodiment, the low-voltage motor-generator is configured to provide an operating power of at least 75 kW, preferably at least 105 kW. This operating power makes the low-voltage motor-generator suitable for use as an electric drive motor for, by way of example and not limitation, motorcycles and automobiles, in particular motorsport motorcycles and automobiles.

[0021] According to another advantageous aspect, the low voltage motor-generator operates at an operating voltage below a threshold voltage safe for human contact, preferably below 60 volts, making the hybrid powertrain safer against the dangers posed to human users by electric drive compared to hybrid powertrains designed for high voltage operation using motor-generators operating at an operating voltage of, for example, 800V.

[0022] According to a particularly advantageous embodiment, the power source comprises a capacitor. Such a capacitor may be designed as an ultracapacitor. As this power source comprises a capacitor, a higher power output may be provided for a shorter period of time, as compared to, for example, a battery. This allows for a greater acceleration of the vehicle, as the use of a capacitor reduces its weight compared to a battery.

[0023] According to a particularly advantageous embodiment, the power source comprises only a capacitor.

[0024] According to an advantageous embodiment, a hollow shaft is disposed between the low-voltage motor-generator and the drive shaft, the hollow shaft including an external spline connected at a first end to the rotor of the low-voltage motor-generator and an internal spline connected at a second end to the drive shaft.

[0025] Both the connection of the external spline to the rotor of the low-voltage motor-generator and the connection of the internal spline to the drive shaft are formed as crowned spline connections to accommodate horizontal and / or vertical angular misalignment and / or horizontal and / or vertical misalignment between the drive shaft and the rotor of the low-voltage motor-generator.

[0026] In this manner, the transmission of vibrations from the drive shaft generated by the internal combustion engine to the low voltage motor-generator, and in particular to the inverter unit operatively connected to the low voltage motor-generator, may be reduced by the use of a hollow shaft, and in this manner, the low voltage motor-generator and the inverter unit are protected from harmful mechanical shocks caused by the vibrations.

[0027] According to another beneficial aspect, the hybrid powertrain includes at least a first damping element disposed between the drive shaft and the hollow shaft at a first end of the hollow shaft and a second damping element disposed between the drive shaft and the hollow shaft at a second end of the hollow shaft, the at least the first damping element and the second damping element configured to damp the transmission of horizontal and / or vertical angular motion of the drive shaft through the hollow shaft to a rotor of a low-voltage electric motor-generator.

[0028] In this manner, the transmission of vibrations generated by the internal combustion engine from the drive shaft to the low voltage motor-generator, and in particular to the inverter unit operatively connected to the low voltage motor-generator, may be reduced through the use of the damping element, and in this manner, the low voltage motor-generator and the inverter unit are protected from harmful mechanical shocks caused by the vibrations.

[0029] The damping element may be designed as a ring element arranged around the drive shaft and / or the hollow shaft, preferably as a ring element comprising a rubber material. According to a particularly advantageous embodiment, the length of the hollow shaft between the external spline at the first end of the hollow shaft and the internal spline at the second end of the hollow shaft is in the range between 20% and 200% of the length of the low-voltage motor-generator, preferably in the range between 50% and 100% of the length of the low-voltage motor-generator.

[0030] Thus, the hollow shaft provides a path between the drive shaft and the rotor of the low voltage motor-generator. Horizontal and / or vertical angular deviations, and / or Horizontal and / or vertical misalignment It is configured to accommodate. [Brief description of the drawings]

[0031] The advantages of the present invention will be explained below in conjunction with the drawings. [Figure 1]FIG. 1 shows the low voltage motor-generator, inverter unit, electronic control unit, power source and gearbox located entirely inside the gearbox bell housing. [Diagram 2] FIG. 2 shows a hollow shaft disposed in the drive shaft. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0032] 1 shows a low voltage motor-generator 2 for a hybrid powertrain 1 having an internal combustion engine 3 and a clutch 4 operatively connected to the internal combustion engine 3. An inverter unit 7, an electronic control unit 8, and a power source 9 are located entirely inside a gearbox bell housing 10 (dotted line). This is made possible in part by arranging the low voltage motor-generator 2 concentrically around a drive shaft 5 so as to form a driving connection between a rotor (not shown) of the low voltage motor-generator 2 and the drive shaft 5.

[0033] In that the low voltage motor-generator 2, inverter unit 7, electronic control unit 8 and power source 9 are located entirely inside the gearbox bell housing 10, the current carrying components, i.e. the low voltage motor-generator 2, inverter unit 7, electronic control unit 8 and power source 9, are not directly accessible from outside the gearbox bell housing 10.

[0034] 1 also illustrates an embodiment of an additional controller 81 of electronic control unit 8 located outside the bell housing, in this example located on the outer wall of the bell housing. Preferably, the additional controller is a low current draw controller capable of manipulating torque and speed based on various inputs such as driver demand, engine operation, temperature, environmental and / or application inputs.

[0035] An electronic control unit 8 is housed within the bell housing and includes a controller capable of controlling high power switching between the phases of the motor to allow basic control of speed and torque.

[0036] A third case, (c) including at least one controller located outside the bell housing, but no controller located within the bell housing, can also be derived from the illustration in Figure 1, and advantageously any high current carrying controllers may be covered from human contact by an isolation means (not shown) or a cover arrangement (not shown).

[0037] The low voltage motor-generator 2 , inverter unit 7 , electronic control unit 8 , power source 9 and gearbox are sized and shaped to fit entirely inside the gearbox bell housing 10 .

[0038] The low-voltage motor-generator 2 comprises a plurality of axial homopolar conductors, each configured to conduct at least 300 Amperes, allowing the low-voltage motor-generator 2 to be operated with an operating power of at least 30 kW, and / or with an operating power of at least 45 kW, and / or with an operating power of at least 75 kW, and / or with an operating power of at least 105 kW, in each case at an operating voltage safe for human contact, in particular at an operating voltage below 60 V.

[0039] The inverter unit 7 is configured to provide at least two solid state switches for each axial homopole conductor of the low voltage motor-generator 2. The solid state switches are arranged directly on the respective homopole conductors.

[0040] The power source 9 includes only a capacitor. Such a capacitor may be designed as an ultracapacitor. The fact that the power source 9 includes only a capacitor has the advantage of providing higher power for a short period of time compared to a battery, which allows for greater acceleration of the vehicle or other equipment.

[0041] 2 shows a hollow shaft 12 disposed on the drive shaft 5. The hollow shaft 12 includes an external spline 121 connected at a first end 122 to the rotor 21 of the low-voltage motor-generator 2, and an internal spline 123 connected at a second end 124 to the drive shaft 5.

[0042] Both the connection between the external spline 121 and the rotor (not shown) of the low-voltage motor-generator (not shown) and the connection between the internal spline 123 and the drive shaft 5 are formed as crowned spline connections to accommodate horizontal and / or vertical angular misalignment and / or horizontal and / or vertical positional misalignment between the drive shaft 5 and the rotor (not shown) of the low-voltage motor-generator (not shown).

[0043] To accommodate horizontal and / or vertical angular misalignment and / or horizontal and / or vertical positional misalignment between the drive shaft 5 and the rotor (not shown) of the low-voltage motor-generator (not shown), the length of the hollow shaft between the external spline 121 at the first end 122 of the hollow shaft 12 and the internal spline 123 at the second end 124 of the hollow shaft 12 is 100% of the length of the low-voltage motor-generator (not shown).

[0044] Further, first damping elements 131a, 131b are arranged between the drive shaft 5 and the hollow shaft 12 at the first end 122 of the hollow shaft 12, and second damping elements 132a, 132b are arranged between the drive shaft 5 and the hollow shaft 12 at the second end 124 of the hollow shaft 12.

[0045] The damping elements 131a, 131b, 132a, 132b are configured to damp the transmission of horizontal and / or vertical angular motion of the drive shaft 5 to a rotor (not shown) of a low-voltage motor-generator (not shown) via the hollow shaft 12. The damping elements 131a, 131b, 132a, 132b of Fig. 2 are designed as ring elements arranged around the drive shaft 5 or the hollow shaft 12 and are made of a rubber material.

[0046] In this manner, the transmission of vibrations from the drive shaft 5 generated by the internal combustion engine (not shown) to the low voltage motor-generator (not shown), and in particular to the inverter unit (not shown) operatively connected to the low voltage motor-generator (not shown), may be reduced by the use of the hollow shaft 12. In this manner, the low voltage motor-generator (not shown) and the inverter unit (not shown) are protected from harmful mechanical shocks caused by vibrations.

[0047] According to at least one advantageous embodiment, the damping elements 131a, 131b, 132a, 132b of FIG. 2 are designed as ring elements and can function as lubricant retaining elements such that a lubricant (not shown) is retained between the damping elements 131a, 131b and / or between the damping elements 132a, 132b.

Claims

1. A hybrid powertrain (1) comprising a low voltage motor-generator (2), An internal combustion engine (3); a clutch (4) operatively connected to the internal combustion engine (3); a drive shaft (5) operatively connected at a first end to said clutch (4) and at a second end to a gearbox; a low voltage motor-generator (2) operatively connected to said drive shaft (5); an inverter unit (7) operatively connected to the low voltage motor-generator (2); An electronic control unit (8); a power source (9) operatively connected to the inverter unit (7); Including, the low-voltage motor-generator (2) is arranged concentrically around the drive shaft (5) so as to form a driving connection between a rotor of the low-voltage motor-generator (2) and the drive shaft (5); the low voltage motor-generator (2), the inverter unit (7), the power source (9) and the gearbox are located entirely inside a bell housing (10) of the gearbox; The electronic control unit (8) a) includes two or more controllers, at least one controller located within the bell housing (10) and at least one controller located outside the bell housing (10); or b) at least one controller disposed outside said bell housing (10), but not including a controller disposed within said bell housing (10); Either A hollow shaft (12) is disposed between the low-voltage motor-generator (2) and the drive shaft (5); The hollow shaft (12) is an external spline (121) connected at a first end (122) to the rotor of the low-voltage motor-generator (2); an internal spline (123) connected to said drive shaft (5) at a second end (124); Including, Both the connection between the external spline (121) and the rotor of the low-voltage motor-generator (2) and the connection between the internal spline (123) and the drive shaft (5) provide a connection between the drive shaft (5) and the rotor of the low-voltage motor-generator (2). Horizontal and / or vertical angular misalignment, and / or Horizontal and / or vertical misalignment The hybrid powertrain (1) is formed as a crowned spline connection to accommodate.

2. The hybrid powertrain (1) of claim 1, wherein the at least one controller disposed outside the bell housing (10) is disposed on an outer sidewall of the bell housing (10).

3. 3. The hybrid powertrain (1) of claim 1 or 2, wherein the electronic control unit (8) includes a controller capable of controlling high power switching between phases of the low voltage motor-generator (2) to allow basic control of speed and torque.

4. 3. The hybrid powertrain (1) of claim 1 or 2, wherein the electronic control unit (8) includes a controller capable of manipulating torque and speed based on various inputs selected from driver demand, engine operation, temperature, environmental or application inputs.

5. 3. The hybrid powertrain (1) according to claim 1 or 2, wherein the power source (9) is located within 1000 mm of the inverter unit (7).

6. 3. The hybrid powertrain (1) according to claim 1 or 2, wherein the power source (9) is located within 500 mm of the inverter unit (7).

7. 3. The hybrid powertrain (1) according to claim 1 or 2, wherein the inverter unit (7) is disposed within 1000 mm from the low-voltage motor-generator (2).

8. 3. The hybrid powertrain (1) according to claim 1 or 2, wherein the inverter unit (7) is disposed within 100 mm of the low-voltage motor-generator (2).

9. The hybrid powertrain (1) according to claim 1 or 2, wherein the low voltage motor-generator (2) is a 48V motor-generator (2).

10. 3. The hybrid powertrain (1) of claim 1 or 2, wherein the low-voltage motor-generator (2) includes a plurality of axial homopole conductors configured to conduct at least 300 amperes each, and the inverter unit (7) is configured to provide at least two solid-state switches for each axial homopole conductor of the low-voltage motor-generator (2), the solid-state switches being disposed directly on each of the homopole conductors.

11. The hybrid powertrain (1) of claim 1 or 2, wherein the low voltage motor-generator (2) is configured to provide an operating power output of at least 30 kW.

12. The hybrid powertrain (1) of claim 1 or 2, wherein the low voltage motor-generator (2) is configured to provide an operating power output of at least 45 kW.

13. The hybrid powertrain (1) of claim 1 or 2, wherein the low voltage motor-generator (2) is configured to provide an operating power output of at least 75 kW.

14. The hybrid powertrain (1) of claim 1 or 2, wherein the low voltage motor-generator (2) is configured to provide an operating power output of at least 105 kW.

15. The hybrid powertrain (1) according to claim 1 or 2, wherein the low voltage motor-generator (2) operates at an operating voltage below a threshold voltage that is safe for human contact.

16. The hybrid powertrain (1) according to claim 1 or 2, wherein the low voltage motor-generator (2) operates at an operating voltage below 60 volts.

17. The hybrid powertrain (1) according to claim 1 or 2, wherein the power source (9) comprises a capacitor.

18. The hybrid powertrain (1) according to claim 1 or 2, wherein the power source (9) comprises only capacitors.

19. a first damping element (131) arranged between the drive shaft (5) and the hollow shaft (12) at the first end (122) of the hollow shaft (12); a second damping element (132) disposed between the drive shaft (5) and the hollow shaft (12) at the second end (124) of the hollow shaft (12); At least 3. The hybrid powertrain (1) according to claim 1 or 2, wherein the at least first damping element (131) and the second damping element (132) are configured to damp the transmission of horizontal and / or vertical angular motion of the drive shaft (5) to the rotor of the low-voltage electric motor-generator (2) via the hollow shaft (12).

20. 20. The hybrid powertrain (1) of claim 19, wherein the damping elements (131a, 131b, 132a, 132b) are ring elements capable of retaining lubricant so as to retain lubricant between a plurality of the first damping elements (131a, 131b) and / or between a plurality of the second damping elements (132a, 132b).

21. 3. The hybrid powertrain (1) of claim 1 or 2, wherein a length of the hollow shaft (12) between the external spline (121) at the first end (122) of the hollow shaft (12) and the internal spline (123) at the second end (124) of the hollow shaft (12) is in a range between 20% and 200% of a length of the low-voltage motor-generator (2).

22. 3. The hybrid powertrain (1) of claim 1 or 2, wherein a length of the hollow shaft (12) between the external spline (121) at the first end (122) of the hollow shaft (12) and the internal spline (123) at the second end (124) of the hollow shaft (12) is in a range between 50% and 100% of a length of the low-voltage motor-generator (2).

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