297 results about "Hybrid powertrain" patented technology

A dual-motor mixed-hybrid powertrain system, by performing pulse modulation control, i.e., series-hybrid intelligent start-stop control or parallel-hybrid intelligent power switching control, on the instantaneous power time-varying functions of an engine and a battery pack, can convert the surface working condition of an analog electric control engine into a simpler line working condition of a digital pulse control (DPC) engine, either a pre-determined high-state line working condition in the high-efficiency combustion area or a pre-determined non-combustion low-state line working condition with zero fuel consumption and zero pollutant emissions multiplexed in time. The traditional fixed one-to-one bidirectional mapping between an engine working condition and a vehicle working condition is converted into a dynamically adjustable many-to-many bidirectional mapping to achieve the full coverage of any overall vehicle working condition, achieving decoupling between a DPC engine working condition and the overall vehicle working condition and decoupling between software and hardware of a hybrid powertrain.

A Level IV fuel-saving robot system for ACE HDTs of the present disclosure focuses on the minimization of actual fuel consumption (L / 100 km) for long-haul freight at first based on an electrical power split device (ePSD) and a mixed hybrid powertrain architecture. A basic model Level I fuel-saving robot realizes a longitudinal L1 automatic driving function through a predictive adaptive cruise (PACC) technology within an Operational Design Domain (ODD) for highways and reduces the actual fuel consumption of an ACE HDT by more than 20% compared with modern diesel HDTs, and the energy-saving and emission-reducing effect of the basic model Level I fuel-saving robot is decoupled from both the technical level of a vehicle engine and the driving level of a driver; an advanced Level IV fuel-saving robot has a L4 automatic driving function within the ODD for highways, operates in a “shadow mode” or “detached mode”, automatically generates a discrepancy report or detachment report, completes the “3R” batch validation for an L4 system on a billion mile scale quickly with high cost effectiveness on the premise of ensuring the traffic safety of existing road users and reduces the total validation expense by more than 65% compared with the modern HDT with internal combustion engine equipped with the L4 system, promoting the early commercialization of the Level IV fuel-saving robot.

A Level IV fuel-saving robot system for heavy-duty trucks (HDT) focuses on the minimization of actual fuel consumption (L / 100 km) for long-haul freight based on an electrical power split device and a mixed hybrid powertrain architecture. The Level IV fuel-saving robot has an L4 autonomous driving function within the Operational Design Domain (ODD) of expressways, operates in a “shadow mode” or “Disengagement Mode,” automatically generates a discrepancy report or detachment report, completes the “3R” (Real Vehicle, Real Road, Real Payload) batch validation for an L4 system on a billion mile scale quickly with high performance to cost ratio under the condition of ensuring the traffic safety of existing road users and reduces the total validation expense by more than 65% compared with the modern HDT with internal combustion engine equipped with the L4 system, promoting the early commercialization of the fuel-saving robot.

The present disclosures relate to methods and systems for a hybrid powertrain. The hybrid powertrain system includes an integrated axle configured to provide mechanical power to a first pair of wheels, the integrated axle comprising a first motor-generator and a first drive axle such that the first motor-generator and at least a portion of the first drive axle are mechanically coupled to a common housing. The system also includes a second motor-generator configured to be mechanically coupled with an engine via a first clutch and mechanically coupled with a second drive axle via a second clutch, the second drive axle mechanically coupled with a second pair of wheels. A controller is electrically coupled with the first and second motor-generators, the engine, and the first and second clutches, the controller configured to enable a fully electric mode, a series hybrid mode, a parallel hybrid mode, and a regenerative mode of operation.

An AI-connected-electrified (ACE) heavy truck system equipped with an intelligent multi-mode hybrid (iMMH) powertrain system and a vehicle supervision control strategy based on machine learning (ML) or reinforcement learning (RL) paradigm are presented. This system ensures industry-leading power and braking performance of the ACE heavy truck while automatically optimizes both energy saving and emission reduction based on the vehicle's dynamic driving data and 3D electronic map information of roads for any transport event. In this application, the conventional analog electronic control (AEC) method is replaced by a novel digital pulse control (DPC) method on the instantaneous power function of the engine. The DPC method converts the complex surface working conditions of the AEC engine of the hybrid vehicles into simpler pre-defined working condition lines of the DPC engine. Consequently, the multi-variable nonlinear technical problem of simultaneously optimizing real driving environment (RDE) fuel consumption and pollutant emissions of the ACE heavy truck is simplified into two decoupled quasi-liner optimization problems, and ensures the reduction of on-vehicle computing resources for real-time AI inference computation and the improvement of the optimal performance, the convergent rate, and the robustness of the corresponding fuel-saving algorithm for the trained ML model or the learned RL model. Ultimately, the ACE truck achieves in the engineering sense the global minimum RDE fuel consumption and pollutant emissions meeting the standard consistently at high performance to cost ratio for any transport event and the RDE fuel consumption is decoupled from the vehicle configuration parameters and the human driver.

The embodiment of the invention provides a cylinder cover assembly, a horizontally-opposed engine, a hybrid power assembly and a vehicle, the cylinder cover assembly comprises a body, an air flow channel and a cooling liquid channel are arranged in the body, and the body comprises a lower side and an upper side which are arranged in a deviating mode in the vertical direction; the airflow channel comprises an air inlet and an air outlet, the air inlet is formed in the lower side, and the air outlet is formed in the upper side; the cooling liquid channel surrounds at least part of the airflow channel and comprises a water inlet and a water outlet, the water inlet is formed in the lower side, and the water outlet is formed in the upper side. The air inlet of the airflow channel and the water inlet of the cooling liquid channel are formed in the lower side, and the exhaust port of the airflow channel and the water outlet of the cooling liquid channel are formed in the upper side, so that the influence of bubbles on cooling liquid flowing can be reduced, accumulation of the bubbles can be avoided, and the cooling effect of the cylinder cover assembly can be improved.

The present application relates to a hybrid powertrain driving method, device, equipment, medium and tractor. The method includes: obtaining multi-dimensional historical operation data of a vehicle within a preset time period, where the multi-dimensional historical operation data includes historical driving resistance, historical vehicle speed, historical engine output power, historical slope angle, historical road surface conditions and historical meteorological data; calculating a predicted resistance load corresponding to the multi-dimensional historical operation data based on the LSTM neural network algorithm; obtaining a predicted total required power to meet the predicted resistance load, and adjusting the power distribution of the hybrid powertrain based on the predicted total required power. The present application can predict in advance the change of the resistance load under future working conditions, so as to actively adjust the power distribution of the hybrid powertrain according to the change, and ensure the best energy distribution and control efficiency under complex working conditions.

A powertrain and control method that generates and transfers drive torque to a driveline of a hybrid electric vehicle is provided. The powertrain includes an internal combustion engine (ICE), at least one electric motor powered by a high-voltage battery, an integrated dual charge module (IDCM) and a controller. The controller is configured to: determine whether an external load is connected to the vehicle through the IDCM; determine an available engine-based power; determine whether the available engine-based power is above a threshold to support thermal loads; command power consumption from the high-voltage battery based on a determination that available engine-based power is not above the threshold; command power consumption from the ICE based on a determination that available engine-based power is above the threshold; and command a blending of power between the high-voltage battery and the ICE.

The utility model provides an engine for a vehicle, a hybrid power assembly and the vehicle, the engine comprises a timing cover and an engine body, the timing cover is connected to one side of the engine body, and the timing cover is provided with a first mounting position; the oil can is arranged on the side, away from the machine body, of the timing cover, and a first connecting structure is arranged on the oil can; and the first locking piece is locked and matched to the first connecting structure and the first mounting position and is connected to the machine body, so that the oil can is supported through the machine body, and stable mounting of the oil can is guaranteed.

A system for managing emissions of a vehicle includes a controller to perform: activating a heater responsive to a battery state of charge being at or above a predefined threshold, activating an air mover, causing the moving air to be heated to heat an aftertreatment system, receiving an aftertreatment system temperature responsive to activating the air mover, causing the engine to operate in a modified power mode where a power output of the engine is below a power output threshold, responsive to the temperature being at or above a first threshold and below a second threshold, causing the engine to operate the engine in a normal operating mode where the power output of the engine is at or above the power output threshold, responsive to the temperature being at or above the second threshold, and deactivating the heater when the temperature is at or above the second threshold.

A human-electric hybrid powertrain with a continuously variable transmission achieved with the use of a bevel planetary gearset. Two electric motors are utilized to produce a hybrid powertrain with either a driveshaft, chain, or belt driveline. The electric motors combine to produce an infinitely variable range of gear ratios and power assistance to the operator.

The application belongs to the technical field of new energy aircraft power system, and provides an energy management method and system for an aviation hybrid power system, which comprises the following steps: S1, constructing a power flow calculation model of the hybrid power system; S2, constructing a multi-objective optimization reward function based on fuel consumption mass, pollutant emission mass and battery health state; S3, outputting an energy management strategy of the hybrid power system under the TD3 algorithm framework based on the constructed power flow calculation model of the hybrid power system and the multi-objective optimization reward function. The application has the advantages that the reward value corresponding to each action value is solved based on the multi-objective TD3 algorithm, and the action value that makes the multi-objective reward function converge to the maximum is outputted, so that the energy management strategy that can act on each component of the hybrid power system is obtained, the fuel economy and reliability of the hybrid power system are improved, and the endurance of the aircraft is increased.

The invention discloses an engine, a hybrid power assembly and a vehicle, relates to the technical field of vehicles, and aims to solve the problem of non-uniform cooling of the engine. The engine comprises a first cylinder body, a second cylinder body, a first cylinder cover and a second cylinder cover. The first cylinder body and the second cylinder body are connected with each other and define a crankshaft cavity. The first cylinder cover is arranged on the side, away from the second cylinder body, of the first cylinder body, and the second cylinder body is arranged on the side, away from the first cylinder body, of the second cylinder body. The first cylinder body is provided with a first cylinder body cooling flow path, the first cylinder cover is provided with a first cylinder cover cooling flow path, the first cylinder body is provided with a first liquid inlet, the first cylinder body flow path comprises a first transition cavity and a first flow channel arranged in a cylinder hole of the first cylinder body, the first liquid inlet is communicated with the first transition cavity, and the first transition cavity is communicated with the first flow channel. The first cylinder cover is provided with a first cylinder cover cooling flow path, the first cylinder cover flow path is provided with a first liquid inlet, and the first liquid inlet communicates with the first transition cavity.

A dual-motor mixed-hybrid powertrain system, by performing pulse modulation control, i.e., series-hybrid intelligent start-stop control or parallel-hybrid intelligent power switching control, on the instantaneous power time-varying functions of an engine and a battery pack, can convert the surface working condition of an analog electric control engine into a simpler line working condition of a digital pulse control (DPC) engine, either a pre-determined high-state line working condition in the high-efficiency combustion area or a pre-determined non-combustion low-state line working condition with zero fuel consumption and zero pollutant emissions multiplexed in time. The traditional fixed one-to-one bidirectional mapping between an engine working condition and a vehicle working condition is converted into a dynamically adjustable many-to-many bidirectional mapping to achieve the full coverage of any overall vehicle working condition, achieving decoupling between a DPC engine working condition and the overall vehicle working condition and decoupling between software and hardware of a hybrid powertrain.

A user may select a first drive mode or a second drive mode for a hybrid vehicle having the hybrid powertrain from a user interface. The hybrid powertrain may include: a motor-generator unit, a battery electrically connected to the motor-generator unit, an engine, a flywheel engageably connected to the engine and the motor-generator unit; and a transmission engageably connected to the flywheel and the motor-generator unit. The selected drive mode may be sent to a controller connected to the hybrid powertrain. The controller may divert energy from the flywheel based on the state of charge of the battery and the selection of either the first drive mode or the second drive mode. In the first drive mode, the controller diverts energy from the flywheel to the transmission, and in the second drive mode, the controller diverts energy from the flywheel to the motor-generator unit to charge the battery.

A hybrid vehicle includes an engine, an electric machine, a disconnect clutch configured to selectively couple the engine to the electric machine, a transmission having an input shaft operably coupled to the electric machine and an output shaft operably coupled to a driveline, and a controller programmed to, in response to (i) the disconnect clutch being disengaged and (ii) a speed difference between the input and output shafts being less than a threshold, limit torque commanded to the electric machine to a value that is less than a rated torque of the electric machine regardless of driver-demand torque, and further programmed to, in response to (i) the disconnect clutch being disengaged, (ii) a request to start the engine, and (iii) the speed difference exceeding the threshold, permit a torque command to the electric machine that exceeds the value to reduce the speed difference between the input and output shafts.

A computer includes a processor and a memory storing processor-executable instructions. The processor is programmed to prevent a traction battery from providing power to a vehicle powertrain below a charge threshold, and then, upon one of (a) receiving an acceleration demand above an acceleration threshold and (b) predicting that a planned maneuver classified as high acceleration will occur within a time threshold, permit the traction battery to provide power to the vehicle powertrain below the charge threshold.

Method for controlling a hybrid powertrain system (20) for a vehicle (100) comprising an internal combustion engine (40) and an electric machine (34, 36) mechanically coupled via a transmission (50) to generate mechanical power transferable to a powertrain and electrical energy, wherein the electrical energy is storable on an energy storage device (25), the method comprising: Determining an operator-selected mode and charging operation for the energy storage device (25); for the operator-selected mode and charging operation for the energy storage device (25): Determining a first speed / load range at which the internal combustion engine (40) is in an OFF state, wherein the first speed / load range is defined by the output torque and the vehicle speed, Determining a second speed / load range which has a speed preferred for the operation of the internal combustion engine (40), wherein the second speed / load range is defined by the output torque and the vehicle speed and wherein the preferred speed is essentially not perceptible in a passenger compartment of the vehicle (100); Determining an output torque requirement and a current vehicle speed; Operating the internal combustion engine (40) at the preferred engine speed, which is not perceptible in the passenger compartment, when the output torque requirement and the current vehicle speed are within the second operating range; and Controlling the electric machine (34, 36) and the internal combustion engine (40) to work together to generate the output torque in response to the output torque request when the output torque request is greater than a maximum output torque state associated with the vehicle speed of the second operating range.

A method is implemented in a vehicle comprising an on-board electrical system operating at a first voltage, a thermal engine providing a first torque, an electric engine providing a second torque when supplied with electrical energy from an associated power source, and a converter for converting a second voltage from the power source back to this first voltage. This method includes a step (10-40) in which, when the converter is prohibited from operating, the thermal engine is operated to provide the first torque to move the vehicle, the electric engine is prohibited from operating, and the driver is alerted to have the vehicle checked after parking. Figure 3

An energy consumption optimization method for a hybrid electric vehicle (HEV) having a hybrid powertrain includes obtaining a plurality of operating parameters of the hybrid powertrain, the hybrid powertrain comprising one or more electric traction motors powered by a battery system and an engine configured to drive the HEV and selectively recharge the battery system, obtaining trip information indicative of a length or duration of a current trip of the HEV, determining a remaining energy in the battery system based on the plurality of operating parameters of the hybrid powertrain, determining a trip energy needed for the hybrid powertrain to complete the current trip of the HEV based on a plurality of operating parameters of the hybrid powertrain and the trip information, comparing the remaining energy in the battery system to the trip energy, and controlling operation of the hybrid powertrain based on the comparing.

The invention relates to a hybrid vehicle (10) with a hybrid powertrain (16) comprising an internal combustion engine (18), a transmission (20), a first electric machine (24) and a differential gear (28), wherein a crankshaft (44) of the internal combustion engine (18) can be coupled to a first input shaft (46) of the transmission (20) via a disconnect clutch (K0), wherein a rotor (74) of the first electric machine (24) is coupled or can be coupled to a second input shaft (50) of the transmission (20), wherein an output shaft (65) of the transmission (20) is coupled to a differential input shaft (86) of the differential gear (28), wherein a crankshaft axis of rotation (80) of the crankshaft (44) and a rotor axis of rotation (78) of the rotor (74) as well as the first input shaft (46) and the output shaft (65) are arranged parallel to a longitudinal direction (38) of the vehicle.

A hybrid powertrain for a work vehicle comprises an internal combustion engine, a hydraulic pump, an electric motor, and a freewheel clutch. The work vehicle may include hydraulic actuators and work tools driven by the hydraulic pump, as well as electric drive motors driven by the electric motor. The freewheel clutch couples the engine, pump, and electric motor so that, in a first mode, the engine can drive the electric motor and the pump; in a second mode, the engine and electric motor can simultaneously drive the hydraulic pump; and in a third mode, the electric motor can drive the hydraulic pump with the clutch disengaged. A torsional damper can couple the freewheel clutch to the engine's flywheel.

Hybrid powertrain (10) for starting and propelling a vehicle (8), comprising: a motor (12); a first motor / generator (14); a second motor / generator (16); and a single-stage, widely branched, electrically variable transmission (18) comprising the following: a drive element (52); a stationary element (54); a gear train (44); a torque transmission device (56); a compound planetary gear assembly (20) comprising a ring gear structure (24), a first sun gear element (26-1, 126-1, 226-1, 326-1), a second sun gear element (26-2, 126-2, 226-2, 326-2), a support structure (28), and a double pinion assembly comprising a first pinion gear (30-1, 130-1, 330-1) meshing with the first sun gear element and a second pinion gear (30-2, 130-2, 330-2) meshing with the first pinion gear (30-1, 130-1, 330-1) and the ring gear structure (24); and a highest numerical translation ratio of approximately 4 to 1 and a lowest numerical translation ratio of approximately 0.7 to 1; where: The composite planetary gear arrangement (20) comprises a first node (32-1), a second node (32-2), a third node (32-3) and a fourth node (32-4), wherein the first, second, third and fourth nodes (32-1, 32-2, 32-3, 32-4) have at least a gear ratio of 3 to 1 between the torque transmission device (56) and the output element (52); the second motor / generator (16) is functionally connected via the transmission train (44) to the compound planetary gear assembly (20) at the first node (32-1); the output element (52) is functionally connected to the composite planetary gear assembly (20) at the second node (32-2); the motor (12) is functionally connected to the composite planetary gear assembly (20) at the third node (32-3); the first motor / generator (14) is functionally connected at the fourth node (32-4) to the composite planetary gear assembly (20); The torque transmission device (56) can be engaged to ground the third node (32-3) to the stationary element (54); and each of the first and second motors / generators (14, 16) uses non-rare earth magnets.

The invention provides a dual-motor multi-mode hybrid power transmission device with fixed gears, which relates to the technical field of hybrid electric vehicles and comprises an input shaft, an output shaft, a planetary gear assembly and a torque transmission device. The planetary gear assembly comprises three planetary gear rows, the second gear ring is fixedly arranged, the first gear ring is fixedly connected with the third gear ring, and the second planet carrier is fixedly connected with the third sun gear; a first clutch in the torque transmission device is connected with an input shaft and a first gear ring, a second clutch is connected with a second sun gear and a third planet carrier, a third clutch is connected with a first planet carrier and a third planet carrier, and a brake is connected with the first sun gear; one end of the input shaft is connected with the first planet carrier; the first sun gear is connected with a first motor; the third gear ring is connected with a second motor; the output shaft is connected with a second sun gear; the clutch and the brake are selectively engaged to adjust the output mode. The method has the beneficial effects that the working interval of the engine is optimized; the axial size is compact, and control is easy and convenient.

The invention provides a dual-rotor motor hybrid power assembly, a control method thereof and a tractor. The invention relates to a dual-rotor motor hybrid power assembly, which comprises a diesel engine, a dual-rotor motor, a generator clutch, a power battery, a motor controller, a power take-off (PTO) clutch, a PTO output shaft, a gearbox, a tractor rear axle and wheels, the double-rotor motor is electrically connected with the motor controller, the motor controller is electrically connected with the power battery, the double-rotor motor is in transmission connection with the PTO output shaft through the PTO clutch, the double-rotor motor is in transmission connection with the gearbox, and the gearbox is in transmission connection with the tractor rear axle. And the tractor rear axle is in transmission connection with the wheels.

The invention relates to a method for controlling a hybrid powertrain of a vehicle and a hybrid powertrain with a drive unit comprising an internal combustion engine with a crankshaft and a first electric machine with a first rotor shaft, wherein the crankshaft and first rotor shaft are connected to each other by means of a rotary connection, a second electric machine with a second rotor shaft, wherein rotational characteristics of the rotor shafts and the crankshaft are detected by means of sensors and the rotor shafts can be connected to each other by means of a clutch switched by a hydraulic actuator depending on the rotational characteristics.In order to maintain the operational readiness of the hybrid powertrain even in the event of a sensor failure and to avoid vehicle breakdowns in this regard, substituted rotational parameters are generated based on rotational parameters of the crankshaft or the first rotor shaft, taking into account a translation of the rotary connection, in the event of a sensor failure of the first rotor shaft or the crankshaft.

The application relates to a longitudinal hybrid power system and a vehicle, belonging to the hybrid power field, which comprises a power assembly, a transmission and a second motor. The power assembly comprises an engine, a first motor, a first gear set, a first switching module and a second switching module; the engine and the first motor are connected with the first gear set, and the power transmission of the engine and the first motor is transmitted to the first gear set; the transmission is connected with the power output end of the first gear set; the second motor is connected with the power output end of the transmission; in the power assembly, the first switching module is used for cutting off or connecting the power transmission of the engine and the first gear set; and the second switching module is used for cutting off the power transmission from the first motor to the transmission. Different modes can be adjusted according to different road conditions and requirements, so that the vehicle has the characteristics of performance and economy.

The application relates to the technical field of vehicle control, and discloses a vehicle mode switching control method and a hybrid power system. The method comprises the following steps: in response to a mode switching instruction, performing conversion processing based on a real-time rotating speed parameter of a second motor to determine a target control rotating speed of a first motor; wherein the mode switching instruction is used to instruct a hybrid vehicle to switch from a series mode in which a second clutch is disengaged to a parallel mode in which the second clutch is engaged; performing rotating speed synchronization control on an engine and the first motor based on the target control rotating speed, and determining an engine torque estimation value based on a sampling parameter of a rotating speed loop of the first motor; when a rotating speed difference on two sides of the second clutch meets a preset synchronization condition, controlling the second clutch to perform an engagement action to complete mode switching control of the hybrid vehicle. The success rate of mode switching is improved, impact and abnormal sound in the engagement process are reduced, and reliable switching in the series mode to the parallel mode is realized.

The invention relates to a hybrid power transmission system and a vehicle, and the system comprises a hybrid power unit which comprises a first input shaft, a transfer shaft which sleeves the first input shaft, an engine which is connected with the first input shaft through a clutch, a first motor which is in transmission connection with the first input shaft, and a second motor which is in transmission connection with the transfer shaft; the front auxiliary box mechanism comprises a first main shaft coaxial with the first input shaft, a first intermediate shaft parallel to the first main shaft, and a first gear shifting mechanism which is circumferentially fixed on the first input shaft and is used for combining or separating the intermediate shaft and the first main shaft; the first gear pair is fixed on the middle rotating shaft, the second gear pair and the third gear pair are hollowly sleeved on the first main shaft, and the second gear shifting mechanism is circumferentially fixed on the first main shaft; the main box mechanism comprises a main box output shaft coaxial with the first main shaft, a fourth gear pair and a third gear shifting mechanism. The second motor can provide power interruption compensation for the first motor and / or the engine in the gear shifting process of the front auxiliary box mechanism.

The application relates to a power interruption-free hybrid transmission system and vehicle, comprising a hybrid unit, which comprises a first input shaft, a middle shaft sleeved on the first input shaft, an engine connected with the first input shaft through a clutch, a first motor in transmission connection with the first input shaft, and a second motor in transmission connection with the middle shaft; a front auxiliary gearbox mechanism, which comprises a first intermediate shaft arranged in parallel with the first input shaft, a first gear pair fixed on the middle shaft and connected with the first intermediate shaft, a second gear pair sleeved on the first input shaft and connected with the first intermediate shaft, and a first shift mechanism fixed on the first input shaft and used for combining or separating the first gear pair and the second gear pair; and a main gearbox mechanism, which comprises a main gearbox output shaft, a third gear pair, a fourth gear pair, a second shift mechanism and a third shift mechanism. The second motor can provide power interruption compensation for the first motor and / or the engine during the shift process of the front auxiliary gearbox mechanism.