Asynchronous Boost Assist System for Electric Vehicle Acceleration
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Solution Overview
Problem
Electric and hybrid electric vehicles lack off-the-line performance and passing performance due to their gradual acceleration curves compared to fossil fuel-powered vehicles.
Innovation Solution
An asynchronous boost assist system comprising two electric motors and a dual differential gear system, where a controller independently controls the operational speed of each motor to provide acceleration boosts through a second differential gear set, allowing for improved torque distribution and acceleration.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If a single electric motor is used to power the vehicle, then the vehicle achieves electric propulsion, but the acceleration performance is gradual and lacks off-the-line performance
Solution Approach 1:
The powertrain is segmented into two independent electric motors (first and second motors) that can operate independently or together. This segmentation allows each motor to contribute to acceleration in different ways, with the second motor providing off-the-line torque bursts while the first motor handles cruising, thereby improving acceleration performance without requiring a single overly complex motor unit.
Solution Approach 2:
The system dynamically adjusts the operational state of each motor based on driving conditions. The controller selectively activates the second motor for acceleration bursts and deactivates it for cruising, creating a dynamic powertrain configuration that adapts to performance needs. This dynamic operation enables rapid acceleration when needed while maintaining simplicity during normal operation.
2Speed
If the second electric motor is selectively activated for acceleration boosts, then off-the-line and passing performance improve, but energy consumption increases
Solution Approach 1:
The second electric motor is activated periodically rather than continuously - specifically during acceleration events such as off-the-line starts and passing maneuvers. The controller monitors driving conditions and selectively engages the second motor only when acceleration performance is needed, then deactivates it during cruising. This periodic activation pattern delivers performance benefits while minimizing energy consumption by keeping the motor off during normal operation.
3Force
If a dual differential gear system is used to distribute power from two motors, then torque distribution and acceleration improve, but device complexity increases
Solution Approach 1:
The dual differential system employs an asymmetric configuration where the first differential gear set receives power from both motors while the second differential gear set distributes power to the wheels. This asymmetric arrangement allows the second motor to be selectively engaged or disengaged from the powertrain, providing torque distribution benefits when needed while reducing complexity during normal operation. The asymmetric design enables independent control of each motor's contribution to wheel torque.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Enhances off-the-line performance and passing acceleration by providing a more rapid acceleration boost and maintaining power for cruising speeds, effectively addressing the performance gaps of electric and hybrid vehicles.
Implementation Method 1
an asynchronous boost assist system for a motor vehicle... a first electric motor, a second electric motor positioned opposite the first electric motor
Data Source
AI summary
An asynchronous boost assist system for a motor vehicle includes a first electric motor, a second electric motor positioned opposite the first electric motor and a differential gear system operatively connected to the first and second electric motors. The differential gear system includes a first differential gear set and a second differential gear set. The first differential gear set is operatively connected to the first and second electric motors and the second differential gear set is configured and disposed to operatively connect to first and second vehicle wheels. A controller is operatively connected to each of the first and second electric motors. The controller selectively independently controls an operational speed of each of the first and second electric motors to selectively provide an acceleration boost through the second differential gear set.