Hybrid Drive Device with Segmented Motor-Generator Units
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Hybrid vehicle drive systems lack efficient adaptation of operating states to optimize energy usage and performance based on predefined strategies, leading to suboptimal fuel efficiency and dynamic movement.
Innovation Solution
A drive device for hybrid vehicles featuring a first and second driven axle, a motor/generator unit connected to each axle, an internal combustion engine unit, a clutch unit for force flux management, and a control unit that actuates these components based on predefined operating states, allowing for motor or generator modes and adaptive operating strategies.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a hybrid vehicle drive system uses multiple motor/generator units and an internal combustion engine with clutch units for force flux management, then the adaptability and energy efficiency are improved, but the device complexity increases
Solution Approach 1:
The drive system is segmented into multiple independent motor/generator units (first and second motor/generator units) connected to different driven axles, allowing each unit to operate independently in motor or generator mode. This segmentation enables flexible adaptation to different operating conditions while maintaining a modular structure that manages complexity through functional decomposition
Solution Approach 2:
The motor/generator units are designed with multi-functionality, capable of operating in both motor mode (providing drive power) and generator mode (recovering energy during braking). This universal design allows the same components to serve multiple functions across different operating states, improving adaptability without proportionally increasing device complexity
2Use of energy by moving object
If the control unit dynamically switches between motor and generator modes for optimal energy usage, then fuel efficiency is improved, but the control complexity increases
Solution Approach 1:
The control unit implements dynamic switching between motor and generator modes based on real-time operating conditions such as vehicle speed, acceleration demands, and energy state. This dynamic adaptability allows the system to optimize fuel efficiency by recovering energy during braking and using stored energy during acceleration, while the control complexity is managed through predefined operating strategies
Solution Approach 2:
The control system incorporates feedback mechanisms that monitor the operating states of all drive components and adjust the mode of each motor/generator unit accordingly. This feedback-driven control enables optimal energy management by continuously adapting to changing conditions, with the control complexity justified by the significant improvements in fuel efficiency and energy utilization
3Adaptability or versatility
If the clutch unit disconnects and connects force flux between the differential/transmission unit and the second driven axle, then the adaptability is improved, but the device complexity increases
Solution Approach 1:
The clutch unit serves as an intermediary component between the differential/transmission unit and the second driven axle, enabling selective connection and disconnection of the force flux. This intermediary mechanism allows the system to adapt to different operating modes (such as two-wheel drive or four-wheel drive) without requiring a completely complex transmission system, as the clutch provides a simple on/off control interface
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
Enables simplified design and adaptive operation of hybrid vehicles, optimizing energy usage, fuel efficiency, and movement dynamics by dynamically switching between various operating states, such as motor-only, generator-only, or combined modes, enhancing the vehicle's range and reducing material loading.
Implementation Method 1
a first motor/generator unit (EVA), which is connected to the first driven axle (VA)... a second motor/generator unit (EHA), which is connected in a rotationally fixed fashion to the differential/transmission unit (PDK)
Implementation Method 2
an internal combustion engine unit (VKM), which is connected in a rotationally fixed fashion to a differential/transmission unit (PDK)
Implementation Method 3
a clutch unit (FK), which is designed to disconnect and connect a force flux between the differential/transmission unit (PDK) and the second driven axle (HA)
Data Source
AI summary
A drive device for a hybrid vehicle, which has a first driven axle and a second driven axle, including: a first motor/generator unit, which is connected to the first driven axle; an internal combustion engine unit, which is connected in a rotationally fixed fashion to a differential/transmission unit which is connected to the rear axle; a second motor/generator unit, which is connected in a rotationally fixed fashion to the differential/transmission unit, parallel to the internal combustion engine unit; a clutch unit, which is designed to disconnect and connect a force flux between the differential/transmission unit and the second driven axle; and a control unit, which actuates the clutch unit, the internal combustion engine unit, the first motor/generator unit and the second motor/generator unit as a function of predefined operating states.