US20140374174A1 - Hybrid vehicle with multiple energy sub-systems - Google Patents
Hybrid vehicle with multiple energy sub-systems Download PDFInfo
- Publication number
- US20140374174A1 US20140374174A1 US14/479,861 US201414479861A US2014374174A1 US 20140374174 A1 US20140374174 A1 US 20140374174A1 US 201414479861 A US201414479861 A US 201414479861A US 2014374174 A1 US2014374174 A1 US 2014374174A1
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- United States
- Prior art keywords
- hybrid vehicle
- subsystem
- air
- battery
- internal combustion
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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- B60W20/108—
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K16/00—Arrangements in connection with power supply of propulsion units in vehicles from forces of nature, e.g. sun or wind
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
- B60K6/12—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable fluidic accumulator
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/32—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the fuel cells
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K16/00—Arrangements in connection with power supply of propulsion units in vehicles from forces of nature, e.g. sun or wind
- B60K2016/003—Arrangements in connection with power supply of propulsion units in vehicles from forces of nature, e.g. sun or wind solar power driven
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/15—Pneumatic energy storages, e.g. pressure air tanks
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/90—Energy harvesting concepts as power supply for auxiliaries' energy consumption, e.g. photovoltaic sun-roof
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Abstract
A hybrid vehicle includes a frame, at least two wheels carried by the frame, an internal combustion subsystem driving at least one of the two wheels, an electrical subsystem driving at least one of the two wheels and recapturing kinetic energy during deceleration events, a pneumatic subsystem driving at least one of the two wheels and recapturing kinetic energy during deceleration events, and a control subsystem selectively operating the internal combustion, electrical and pneumatic subsystems.
Description
- This application claims the benefit of patent application Ser. No. 13/455,835, filed on Apr. 25, 2012, which claims the benefit of Provisional Application Ser. No. 61/478,574, filed on Apr. 25, 2011, the contents of which applications are herein incorporated by reference in their entirety.
- The present invention relates to hybrid vehicles and the subsystems employed therein for driving the vehicles and recovering kinetic energy.
- Various factors have contributed to move hybrid vehicles from a niche market closer to the mainstream. While the early impetus for hybrid vehicles (or other “green” vehicles) was a reduction in the pollution generated thereby, the upward trend in oil prices has added an economic appeal to hybrid vehicles for some buyers. Additionally, improvements in hybrid technology have resulted in hybrid vehicles that, while still offering somewhat enhanced fuel efficiency, are marketed for enhanced performance relative to conventional vehicles.
- However, hybrid vehicles remain prohibitively expensive for many prospective vehicle buyers, and particularly those hybrid vehicles which approximate the size and comfort of a conventional vehicle. Additionally, the efficiency gains of current commercially available hybrid vehicles are relatively modest in comparison to small conventional vehicles with high efficiency motors.
- Electric-only vehicles are also appearing more prominently on the market, although the usefulness of such vehicles to many drivers as substitutes for conventional vehicles (unlike hybrid vehicles) remains limited by battery capacity. Batteries, in general, are an issue for electric-only and hybrid vehicles, as battery costs can be much higher than for conventional batteries. The high cost of batteries is aggravated by the need for multiple battery replacements during the anticipated life of many such vehicles.
- Pneumatic motors and compressors have also been used with some success in vehicles. However, these systems, while promising in their own respect, have been the subject of only very limited incorporation with other vehicle energy systems.
- In view of the foregoing, it is an object of the present invention to provide an improved hybrid vehicle. According to an embodiment of the present invention, a hybrid vehicle includes a frame, at least two wheels carried by the frame, an internal combustion subsystem driving at least one of the two wheels, an electrical subsystem driving at least one of the two wheels and recapturing kinetic energy during deceleration events, a pneumatic subsystem driving at least one of the two wheels and recapturing kinetic energy during deceleration events, and a control subsystem selectively operating the internal combustion, electrical and pneumatic subsystems.
- According to an aspect of the present invention, the control subsystem includes at least one processor with machine readable memory configured to receive inputs of a battery charge, vehicle speed, air tank pressure and gas pedal position, and execute drive motor selection and kinetic energy recovery routines based on the received inputs.
- These and other objects, aspects and advantages of the present invention will be better appreciated in view of the drawings and detailed description of preferred embodiments.
-
FIG. 1 is a schematic view of a hybrid vehicle, according to an embodiment of the present invention; -
FIG. 2 is a detail schematic view of heating and cooling components of the vehicle ofFIG. 1 ; -
FIG. 3 is a detail schematic view of the electric motor controller and the charging components of the vehicle ofFIG. 1 ; -
FIG. 4 is a detail schematic view of pneumatic, electrical and internal combustion components of the vehicle ofFIG. 1 , and especially the hydrogen generator; -
FIG. 5 is a flowchart of control routines executed in connection with operation of the vehicle ofFIG. 1 ; and -
FIG. 6 is a perspective view of an exterior of the hybrid vehicle ofFIG. 1 , with photovoltaic cells mounted thereon. - Referring to
FIG. 1 , according to an embodiment of the present invention, ahybrid vehicle 10 includes aninternal combustion subsystem 12, anelectrical subsystem 14 and apneumatic subsystem 16. Thesubsystems FIG. 6 ) that carrieswheels 19. “Frame” as used herein refers generically to a vehicle support structure, and is not necessarily limited to a particular type of frame. For example, a multi-part chassis and a unibody would both be considered “frames.” - The
electrical subsystem 14 andpneumatic subsystem 16 include motors to drive the vehicle and kinetic energy recovery devices to recapture kinetic energy during braking and/or other vehicle deceleration. The term “deceleration event” is generically used herein to indicate an event during kinetic energy can be recaptured, regardless of whether the vehicle speed actually decreases—for example, braking to maintain speed, or limit a speed increase, while traveling downhill would be considered a “deceleration event.” - A
control subsystem 20 monitors and controls the components of the internal combustion, electrical andpneumatic sub-systems subsystems - The
internal combustion subsystem 12 includes aninternal combustion engine 22, which drives the vehicle through atransmission 24, aclutch 26 and adifferential 30. Theinternal combustion engine 22 is powered by the combustion of fuel from afuel tank 32 and air. The power level of theinternal combustion engine 22 is monitored and controlled by thecontrol subsystem 20 based on operational requirements. - The
internal combustion engine 22 is preferably a four-stroke gasoline or diesel engine. The introduction of air into theengine 22 is regulated by athrottle valve 34. Depending on design, the introduction offuel 32 can also be regulated by thethrottle valve 34, by fuel injectors and/or by other mechanisms. Again depending on design, theengine 22 can includespark plugs 36 or the like. - To allow the
engine 22 to run at its most efficient speed, thetransmission 24 can include a continuously-variable transmission (CVT), although other transmission types can be used. A reverse gear should be incorporated to permit rearward motion of thevehicle 10 powered by theengine 22. - The
clutch 26 is interposed between thetransmissions 24 and thedifferential 30, and is preferably a low power consumption electric clutch. The use of an electric clutch reduces internal friction when theclutch 26 is not engaged, and is reduces overall vehicle weight relative to other clutch types. However, other clutch types could be used in connection with the present invention. Locating theclutch 26 proximate to thedifferential 30 helps reduce the weight of extraneous drive train components being rotated when not in use, thereby increasing efficiency. - The
differential 30 is preferably a front differential, which is engaged only by theinternal combustion subsystem 12, while the electrical andpneumatic subsystems sub-system - Referring to
FIG. 2 , excess heat is removed from theinternal combustion engine 22 by coolant and dissipated by aradiator 40. At least a portion of the energy represented by the excess heat of theinternal combustion engine 22 can be recaptured for various purposes, as will be described in greater detail below. - Referring to
FIGS. 1-3 , theelectrical subsystem 14 includes anelectric motor 42,batteries 44,photovoltaic elements 45 and acharge regulator 46. Theelectric motor 42 drives and is driven by thevehicle 10 through anelectric clutch 50 anddifferential 52. - The
electric motor 42 is preferably an asynchronous induction regenerative motor with field induction current being supplied as a pulse width modulated (PWM) signal. When in use as a motor, the current is supplied by thebatteries 44. When used to recapture kinetic energy during braking and/or other deceleration, the induced current is routed back to thebatteries 44, via aregulator 46, for charging. The use of a regenerative motor with PWM induction current is mechanically simpler, lighter and more efficient than a separate motor and generator, although the present invention is not necessarily limited thereto. - The
batteries 44 preferably include at least one high voltage battery and at least one low voltage battery. Multiple cells can be employed in each battery, as desired. The high voltage battery (e.g., approximately 180 volts DC nominal voltage) is used primarily for driving the electric motor and the low voltage battery (e.g., approximately 12 volts DC nominal voltage) is used to power thecontrol sub-system 20 and other vehicle loads, such as thespark plugs 36, car stereo, vehicle lighting on low power consumption LED technology, and the like. - Relatively exotic newer batteries are not required, although the present invention does not necessarily exclude their use. For example, the low voltage battery can advantageously be a conventional car battery, and the high voltage battery could be constituted from multiple nickel metal hydride battery cells (Ni-MH).
- The
charge regulator 46 is preferably a microprocessor controlled unit in signal communication with thecontrol sub-system 20 to facilitate regulation ofbattery 44 charge. Thecharge regulator 46 can be configured to perform functions including monitoring thebattery 44 state of charge, regulating charging voltage and/or current and selectively charging the high and/or low voltage battery. - The clutch 50 is preferably another electric clutch located proximate to the differential 52, and the differential 52 is preferably a rear differential. The advantages of this arrangement are as discussed above in connection with the clutch 26 and differential 30.
- The
motor 42, in its regenerative mode, is the primary mechanism for charging thebatteries 44. However, further efficiency gains can be yielded through thephotovoltaic elements 45 and the use of a thermoelectric generator 54 coupled with theradiator 40 of theinternal combustion engine 22. Thus, a portion of the excess heat from theengine 22 can be recaptured for battery charging purposes, allowing some battery charging duringengine 22 operation outside of deceleration events. - Referring to
FIG. 6 , thephotovoltaic elements 45 can be in the form of transparent photovoltaic film built-in the windscreen, the sunroof and windows. Such films can supply, for example, up to 100 W per 10.76 ft2 depending on sun exposure; enough power to recharge (when the vehicle is parked under direct sunlight) or to boost the batteries (when the vehicle is in use). - Referring to
FIG. 1 , thepneumatic subsystem 16 includes anair motor 60, anair compressor 62 and anair tank 64. Theair motor 60 drives thevehicle 10 through anelectric clutch 66 and the differential 52, and theair compressor 62 is driven by thevehicle 10 through the differential 52 and anelectric clutch 70. Additionally, a temperature drop resulting from use of theair motor 60 can be used in connection with air conditioning and hydrogen generation applications, and compressed air from thetank 64 can be fed to theinternal combustion motor 22 in lieu of conventional forced air induction. - Preferably, the
air motor 60 andcompressor 62 are separate machines and not connected to the same shaft. While dual purpose motor/compressors exist, it is believed that efficiency losses in motor and/or compressor operations of such machines offset the weight and complexity gains associated with separate machines. Additionally, arranging the motor and compressor on separate shafts, driven throughseparate clutches air motor 60 preferably does not operate in reverse. - The
air tank 64 is preferably a light weight, carbon-fiber reinforced resin tank. The tank size and capacity can be determined based on particular vehicle applications; however, a tank capacity of approximately 300 liters pressurized to approximately 300 bars is believed to be suitable for most vehicle applications. - When in use, air supply to the
motor 60 from thetank 64 is regulated by athrottle valve 72 operated by thecontrol sub-system 20. A shut-offvalve 74 can also be employed. Acontrol valve 76, such as check valve, can control introduction of air from thecompressor 62 into thetank 64. One or more relief valves can also be provided in thepneumatic sub-system 16 as protection against over-pressurization. Air dryers can also be provided for the compressed air coming from thecompressor 62. - Referring to
FIG. 2 , depressurization of compressed air from thetank 64 during operation of theair motor 60 will result in a temperature drop. This facilitates the provision of a chemical refrigerant freeclimate control system 80. Thesystem 80 includes anair duct 82 that passes around theair motor 60 and/or associated piping, anair duct 84 that passes around the cool side of the thermoelectric generator 54, and anair duct 86 that passes around theradiator 40 and the warm side of the thermoelectric generator 54. Air introduction into an interior of thevehicle 10 from theair ducts selector 90, impelled by anelectric fan 92. Operation of theselector 90 andfan 92, and under certain circumstances, the thermoelectric generator 54, is controlled by anair conditioning controller 94. Temperature sensors can also communicate with thecontroller 94, including sensors in theducts vehicle 10. - When air conditioning is desired by
vehicle 10 occupants and theair motor 60 is, or has recently been in operation, such that air can be effectively cooled thereby, air is introduced into thevehicle 10 from theduct 82. Ifduct 82 air is insufficient for cooling purposes, then additional cold airflow fromduct 84 can be generated. Such cold airflow can either be generated by operation of the thermoelectric generator 54 during electricity generation in connection with operation of theinternal combustion engine 22, or the thermoelectric generator 54 can be driven in reverse by thebatteries 44 to operate as a thermoelectric cooler to provide cooling. - When heat is desired, and the
internal combustion engine 22 is, or has recently been in operation, such that air can be effectively heated thereby, air is introduced into the vehicle from theduct 86. Ifengine 22 heat is insufficient, then the thermoelectric generator 54 can be driven by the batteries to produce heat. - Referring to
FIG. 4 , the temperature drop resulting from operation of theair motor 60 can also condense water from air theduct 82, allowing for ahydrogen generation system 100 that is operable without external water addition. Thesystem 100 includes anelectrolysis cell 102, gas piping 104 and acontroller 106. - The
electrolysis cell 102 is preferably powered frombatteries 44, and more preferably, the high voltage battery cells. This significantly higher voltage enhances the electrolysis process relative to many vehicular electrolysis cells running off of 12 volt batteries. If desired, the voltage can be stepped up even higher through intervening electronic circuitry. Theelectrolysis cell 102 is positioned to collect condensed water from theduct 82. Alternately, a separate water collector can be used from which water is then introduced into the electrolysis cell (from AC drain or rainwater from gutters) - The
controller 106 controls the application of voltage to theelectrolysis cell 102 based upon the demand for hydrogen. Thecontroller 106 can be in signal communication with a hydrogen sensor in thepiping 104. Thecontroller 106 only operates theelectrolysis cell 102 during operation of theinternal combustion engine 22, when sufficient water is available in thecell 102. Preferably, a user can manually de-select use of thehydrogen generation system 100, if desired. - The hydrogen generated from the electrolysis process, which may be in the form of oxyhydrogen gas, is then introduced into the air intake for the
internal combustion engine 22 via thehydrogen piping 104. The oxyhydrogen gas facilitates complete combustion of the fuel, thereby increasing fuel efficiency for a given power level. - In addition to driving the
air motor 60, the compressed air in thetank 64 can be used as a substitute for a forced air induction device, such as a turbocharger, during operation of theinternal combustion motor 22. As this is not generally an efficiency increasing mechanism, the use of compressed air for a power supplement is preferably only effected based on a manual user selection; for instance, by depressing a “Boost Mode” button. Alternately, the use of the boost mode can be selected automatically by the control sub-system, based on indication of a demand for increased acceleration—for example, when the accelerator pedal is depressed past a predetermined point. - Referring again to
FIG. 1 , thecontrol subsystem 20monitors vehicle 10 parameters and, based thereon, controls the charging of thebatteries 44 andair tank 64, as well as the driving of the vehicle using theinternal combustion engine 22, theelectric motor 42 and the air motor 60 (collectively, “drive motors”). Additionally, thecontrol sub-system 20 can preferably receive inputs from, and control operation of, theclimate control system 80 and thehydrogen generation system 100. - The
control subsystem 20 includes at least oneprocessor 110 with machine readable memory configured to perform control functions in accordance with instructions stored therein. The present invention is not necessarily limited to particular processor types, numbers or designs, to particular code formats or languages, or to particular hardware or software memory media. - The
processor 110 receives inputs of vehicle speed, fuel level, gas pedal position, battery charge and air tank pressure from corresponding sensors, and controls a plurality of electrical switches to bring various system components on and off line. In particular, the processor is operable to engage and disengage theclutches valves - The
control sub-system 20 further includes aspeed control module 112 which detects gas pedal position, and based on gas pedal position and vehicle speed supplies proportional control signals to the drive motor (or motors) that are currently in use. - Referring to
FIG. 5 , the control routines that theprocessor 110 is configured to execute include a drivemotor selection routine 200 and a kinetic energy recovery control routine 202. Decisions made by theprocessor 110 in these control routines are governed by inputs of sensed battery charge, vehicle speed, air tank pressure and gas pedal position. As used herein, a “gas pedal” refers generically to a user speed control input, and need not necessarily require an actual pedal. For instance, a hand speed control for an accessibility-equipped vehicle could be considered a “gas pedal,” as could a cruise control system mechanism for supplying a speed input. - In the drive
motor selection routine 200, adetermination 210 is made whether battery charge percentage is greater than air tank pressure percentage. To avoid undue cycling, preferably a control range is used for all comparisons herein. If battery charge is greater, adetermination 212 is made whether battery charge is greater than a predetermined absolute minimum battery charge threshold, preferably 10%. If battery charge is greater than the absolute minimum threshold, then adetermination 214 is made whether vehicle speed is less than a minimum speed, preferably 5 miles per hour (MPH). If vehicle speed is less than five miles per hour, then the processor engages the clutch 50 and theelectric motor 42 is used to drive the vehicle 10 (at block 216). - If vehicle speed is greater than the minimum speed, then a
determination 220 is made whether battery charge is greater than a minimum operational battery charge threshold, preferably 20%. If the battery charge is greater than the minimum operational charge threshold, then theelectric motor 42 is used to drive the vehicle (returning to block 216). If the battery charge is determined to be less than the absolute minimum or operational minimum charge thresholds, then the processor engages the clutch 26 and theinternal combustion motor 22 is operated (at block 222). - If it is determined (returning to determination 210) that battery charge was less than air tank pressure, then a
determination 224 is made whether air tank pressure is above an absolute minimum threshold, preferably 25%. If air tank pressure is above the absolute minimum threshold, then adetermination 226 is made whether vehicle speed is less than the minimum speed. If vehicle speed is less than the minimum speed, then the clutch 66 is engaged and theair motor 60 is operated (at block 230). - If vehicle speed is above the minimum speed, a
determination 232 is made whether air tank pressure is above a minimum operational threshold, preferably 30%. If air tank pressure is above the minimum operational threshold, then theair motor 60 is operated (returning to block 230). If the air tank pressure is determined to be less than the absolute minimum or operational minimum charge thresholds, then the processor engages the clutch 26 and theinternal combustion engine 22 is operated (returning to block 222). - The
processor 110 preferably repeats the drivemotor selection routine 200 continuously during operation of thevehicle 10. The present invention is not necessarily limited to this drive motor selection routine, and other routines could be used, including, for example, routines in which more than one drive motor was used to drive the vehicle at a given time. However, the above routine advantageously yields high fuel efficiency while not requiring complex electrical or mechanical coordination of drive motors. - Additionally, the drive
motor selection routine 200 automatically works to maintain battery charge and/or air tank pressure above absolute minimum thresholds so that the air and/orelectric motor internal combustion engine 22, as the vehicle speed can, itself, be used to turn the engine over for starting. The weight of the vehicle can thereby be reduced. Also, theinternal combustion engine 22 will generally always be turned off at idle to minimizevehicle 10 emissions. In general, the only energy input to thevehicle 10 that is ever required is the addition of fuel, and no external charger for air or electricity is required—although the present invention could be configured to accept such inputs. - The kinetic energy recovery routine 202 will normally operate to engage
clutches electric motor 42 will then be operated in regenerative mode and theair compressor 62 will be operated to recharge the batteries and air tank, respectively. - However, if a
determination 240 is made that vehicle speed is above an air charging threshold, preferably 60 MPH, then theair compressor 62 is not operated due to the inefficiency of high speed operation of typical air compressors. The threshold could be adjusted or eliminated based on compressor type and if a gear box is used to reduce the speed of air compressor operation. - Additionally, to ensure adequate battery power at all times, if a
determination 242 is made that battery charge is less than the absolute minimum threshold, then the clutch 50 is engaged and theelectric motor 42 is only operated in regenerative mode until the battery is fully charged. - The simultaneous recovery of kinetic energy through both battery charging and air compression typically performed by the present invention can offer a synergistic benefit. Generally, batteries can only usefully absorb a charge at or below a certain rate. This is particularly true of more conventional, less expensive battery types. The simultaneous operation of the
air compressor 62 results in the capture of excess energy during deceleration that would otherwise be lost. - From the foregoing, it will be appreciate that the
vehicle 10 has the potential to realize significant efficiency gains over conventional hybrid vehicles, without requiring exotic batteries or other specialized components. Thus, thevehicle 10 can be produced more cost competitively with conventional vehicles. - In general, the foregoing description is provided for exemplary and illustrative purposes; the present invention is not necessarily limited thereto. Rather, those skilled in the art will appreciate that additional modifications, as well as adaptations for particular circumstances, will fall within the scope of the invention as herein shown and described and the claims appended hereto.
Claims (35)
1. A hybrid vehicle comprising:
a frame;
at least two wheels carried by the frame;
an internal combustion subsystem driving at least one of the two wheels;
an electrical subsystem driving at least one of the two wheels and recapturing kinetic energy during deceleration events;
a pneumatic subsystem driving at least one of the two wheels and recapturing kinetic energy during deceleration events; and
a control subsystem selectively operating the internal combustion, electrical and pneumatic subsystems.
2. The hybrid vehicle of claim 1 , wherein the internal combustion subsystem drives a different one of the at least two wheels than the electric and pneumatic subsystems.
3. The hybrid vehicle of claim 1 , wherein the at least two wheels include at least one front wheel and at least one rear wheel, the internal combustion subsystem driving the at least one front wheel and the electric subsystem and the pneumatic subsystem driving the at least one rear wheel.
4. The hybrid vehicle of claim 1 , further comprising at least three electrically-operated clutches operated by the control system to selectively engage the internal combustion, electrical and pneumatic subsystems, respectively.
5. The hybrid vehicle of claim 1 , wherein the internal combustion subsystem includes an internal combustion motor and a continuously variable transmission.
6. The hybrid vehicle of claim 1 , wherein the internal combustion subsystem includes a transmission, a clutch, and a differential through which the at least one of the at least two wheels is drive, the clutch being located between the transmission and the differential and controlled by the control subsystem.
7. The hybrid vehicle of claim 6 , wherein the clutch is proximate to the differential.
8. The hybrid vehicle of claim 1 , wherein the electrical subsystem includes an electric motor for driving the at least one of the at least two wheels, at least one battery storing electrical power and a charge regulator selectively charging the at least one battery.
9. The hybrid vehicle of claim 8 , wherein the electric motor is an asynchronous induction regenerative motor with field induction current supplied as a pulse width modulated signal, such that, when driving the at least one of the at least two wheels, the induction current is supplied by the at least one battery, and, when recapturing kinetic energy during deceleration events, induced current is routed back to the at least one battery.
10. The hybrid vehicle of claim 8 , wherein the electric subsystem has at least two batteries including a first battery and a second battery having a lower voltage than the first battery, the first battery driving the electric motor and the second battery powering other vehicle loads.
11. The hybrid vehicle of claim 10 , wherein the first battery has a nominal voltage of approximately 180 volts DC and the second battery has a nominal voltage of approximately 12 volts DC.
12. The hybrid vehicle of claim 8 , wherein the electrical subsystem also includes a clutch controlled by the control subsystem, the electric motor drives the at least one of the at least two wheels through a differential and the clutch is proximate to the differential.
13. The hybrid vehicle of claim 8 , wherein the electrical subsystem further includes photovoltaic cells arranged on the vehicle and generating electrical power for charging of the at least one battery.
14. The hybrid vehicle of claim 8 , further comprising a thermoelectric generator converting excess heat from the internal combustion subsystem and generating electrical power therefrom for charging of the at least one battery.
15. The hybrid vehicle of claim 1 , wherein the pneumatic system includes an air motor for driving the at least one of the at least two wheels, an air compressor compressing air during deceleration events, and air tank storing compressed air.
16. The hybrid vehicle of claim 15 , wherein the air motor and the air compressor are mounted on different shafts and connected to the at least one of the at least two wheels through respective clutches controlled by the control subsystem.
17. The hybrid vehicle of claim 16 , wherein the air motor and the air compressor are connected to the at least one of the at least two wheels through a common differential, both of the respective clutches being located proximate to the common differential.
18. The hybrid vehicle of claim 15 , wherein the air tank is a carbon-fiber reinforced resin tank.
19. The hybrid vehicle of claim 15 , wherein the air tank has a capacity of approximately 300 liters pressurized to approximately 300 bars.
20. The hybrid vehicle of claim 15 , wherein the pneumatic subsystem further includes a throttle valve controlled by the control subsystem regulating air supply from the air tank to the air motor.
21. The hybrid vehicle of claim 1 , further comprising a climate control system selectively introducing heated and cooled air into the hybrid vehicle, the cooled air being cooled by a temperature drop resulting from the depressurization of air in the pneumatic subsystem.
22. The hybrid vehicle of claim 21 , further comprising a thermoelectric generator, the climate control system also using thermoelectric generator to generate the cooled air.
23. The hybrid vehicle of claim 1 , further comprising a hydrogen generation system including an electrolysis cell for generating hydrogen and piping for introducing the hydrogen to the internal combustion subsystem.
24. The hybrid vehicle of claim 23 , wherein water for the electrolysis cell is supplied by condensation formed by a temperature drop resulting from the depressurization of air in the pneumatic subsystem.
25. The hybrid vehicle of claim 1 , wherein the pneumatic subsystem supplies compressed air to the internal combustion subsystem as a substitute for forced air induction.
26. The hybrid vehicle of claim 1 , wherein the control subsystem includes at least one processor with machine readable memory configured to:
receive inputs of a battery charge, vehicle speed, air tank pressure and gas pedal position; and
execute drive motor selection and kinetic energy recovery routines based on the received inputs.
27. The hybrid vehicle of claim 26 , wherein the drive motor selection routine operates a drive motor from only one of the internal combustion, electrical and pneumatic subsystems at a time.
28. The hybrid vehicle of claim 26 , wherein the drive motor selection routine dictates always maintaining the battery charge and the air tank pressure above respective absolute minimum thresholds.
29. The hybrid vehicle of claim 28 , wherein if battery charge falls below the absolute minimum threshold for battery charge, then the drive motor selection routine dictates not using the electrical subsystem to drive the at least one of the at least two wheels until the battery is fully charged.
30. The hybrid vehicle of claim 28 , wherein, the internal combustion subsystem does not include a starter motor and vehicle speed above a predetermined minimum speed is used to start an internal combustion motor of the internal combustion subsystem.
31. The hybrid vehicle of claim 30 , wherein, if the vehicle speed is above the predetermined minimum speed, the drive motor selection routine dictates only using the electrical subsystem or the pneumatic subsystem to drive the at least one of the at least two wheels if the battery charge or the air tank pressure, respectively, are above respective minimum operational thresholds, the respective minimum operational thresholds being higher than the respective absolute minimum thresholds.
32. The hybrid vehicle of claim 31 , wherein the drive motor selection routine selects between using the electrical subsystem and the pneumatic subsystem to drive the at least one of the at least two wheels based on a comparison between battery charge and air tank pressure.
33. The hybrid vehicle of claim 26 , wherein if the battery charge is less than maximum, the kinetic energy recovery routine dictates using the electrical subsystem to recover kinetic energy to increase battery charge when lifting of the acceleration pedal is detected.
34. The hybrid vehicle of claim 33 , wherein if pneumatic charge is also less than maximum, the kinetic energy recovery routine can dictate using both the electrical subsystem and the pneumatic subsystem to recover kinetic energy simultaneously.
35. The hybrid vehicle of claim 34 , wherein the pneumatic subsystem is not used for kinetic energy recovery if vehicle speed is determined to be above an air charging threshold.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US14/479,861 US20140374174A1 (en) | 2011-04-25 | 2014-09-08 | Hybrid vehicle with multiple energy sub-systems |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US201161478574P | 2011-04-25 | 2011-04-25 | |
US13/455,835 US8827016B2 (en) | 2011-04-25 | 2012-04-25 | Hybrid vehicle with multiple energy sub-systems |
US14/479,861 US20140374174A1 (en) | 2011-04-25 | 2014-09-08 | Hybrid vehicle with multiple energy sub-systems |
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US14/479,861 Abandoned US20140374174A1 (en) | 2011-04-25 | 2014-09-08 | Hybrid vehicle with multiple energy sub-systems |
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EP (1) | EP2701933A4 (en) |
JP (1) | JP2014518803A (en) |
KR (1) | KR20140031268A (en) |
CN (1) | CN103635340A (en) |
WO (1) | WO2012149016A2 (en) |
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DE102017222778A1 (en) * | 2017-12-14 | 2019-06-19 | Continental Automotive Gmbh | Hybrid system for driving a vehicle |
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Also Published As
Publication number | Publication date |
---|---|
KR20140031268A (en) | 2014-03-12 |
CN103635340A (en) | 2014-03-12 |
WO2012149016A3 (en) | 2013-01-24 |
US8827016B2 (en) | 2014-09-09 |
EP2701933A2 (en) | 2014-03-05 |
JP2014518803A (en) | 2014-08-07 |
EP2701933A4 (en) | 2017-03-29 |
WO2012149016A2 (en) | 2012-11-01 |
US20120267179A1 (en) | 2012-10-25 |
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