WO1995013201A1 - Systeme d'entrainement hybride pour vehicules routiers - Google Patents

Systeme d'entrainement hybride pour vehicules routiers Download PDF

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Publication number
WO1995013201A1
WO1995013201A1 PCT/CH1994/000213 CH9400213W WO9513201A1 WO 1995013201 A1 WO1995013201 A1 WO 1995013201A1 CH 9400213 W CH9400213 W CH 9400213W WO 9513201 A1 WO9513201 A1 WO 9513201A1
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WO
WIPO (PCT)
Prior art keywords
combustion engine
internal combustion
drive according
electric motor
drive
Prior art date
Application number
PCT/CH1994/000213
Other languages
German (de)
English (en)
Inventor
Diego Jaggi
Original Assignee
Esoro Ag
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Esoro Ag filed Critical Esoro Ag
Priority to EP94930900A priority Critical patent/EP0677001A1/fr
Publication of WO1995013201A1 publication Critical patent/WO1995013201A1/fr

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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
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • 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
    • 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
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • 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
    • 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
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • 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
    • 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
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the invention relates to a hybrid drive for street vehicles with an electric motor and an internal combustion engine connected in parallel.
  • Previously known hybrid drives still have considerable disadvantages. Above all, they are very complex, expensive and relatively heavy and yet have limited performance in everyday use.
  • Series hybrid systems require three machines: an internal combustion engine with a generator to generate electricity and an electric motor as a driving machine, all three of which have to be designed essentially for the nominal power of the drive and thus form an extremely heavy and expensive system.
  • the performance of the electric motor and internal combustion engine cannot be added together.
  • Known parallel hybrid drives on the other hand, always require at least one complex multi-stage manual transmission or an automatic transmission with a torque converter. The electrical power is usually very limited and often not even sufficient for purely electrical, emission-free driving in agglomerations.
  • the system control enables the optimal use of each engine individually and interconnected, depending on the driving speed and the currently desired drive power.
  • the internal combustion engine is not active in the lower driving speed range, in the urban area.
  • the internal combustion engine In the medium speed range, the internal combustion engine is also used as uniformly as possible and in an efficient operating range, often in the full load range, for example when driving uphill faster.
  • the combustion engine In the upper speed range (overland roads and on motorways), the combustion engine is mainly used in the full-load range.
  • Fig. 2 shows a power curve of the electric motor
  • FIG. 3 shows a performance curve in a two-stage
  • Fig. 4 shows a torque curve of the electric motor
  • FIG. 5 shows an example with different
  • Fig. 6 shows an example with switchable two-stage
  • Fig. 1 shows schematically an inventive hybrid drive with an electric motor 1, which is connected to a fixed reduction gear 2.
  • An internal combustion engine 3 can be directly coupled to a shaft of the fixed reduction gear 2 via a clutch 4.
  • the output of the reduction gear leads via a clutch 5, which can be switched on and off at a standstill, to a transmission 7, for example with differential and half shafts, which transmits the drive power from both motors to the drive wheels 9.
  • the entire power and function control is carried out by a system control 10, which also contains an electric motor control 16 and an internal combustion engine control 17.
  • the system controller 10 is connected to the electric motor 1, internal combustion engine 3, clutch 4, battery 15 and to input elements 6, for example to an accelerator pedal 31, a brake pedal 32 and a program selector switch 12.
  • the system controller 10 also serves as a generator for charging the electric motor 1 Travel battery 15 operable. This once as a recuperation brake, controlled via the brake pedal 32, and also when driving, when the internal combustion engine delivers more power in the optimal full-load range than is required for driving, the battery can be recharged with the excess power via the electric motor.
  • Display devices 8 provide information about the state of charge of the battery 15 and about consumption and operating data of both motors 1, 3.
  • the transmission 7 can be separated from the reduction gear 2 with an additional clutch 5 that can be switched at a standstill, for example in the form of a shift pinion.
  • the internal combustion engine can then be started with the electric motor as a starter via a starter button 14, in order then to charge the battery 15 as a stationary generator machine with the internal combustion engine via the electric motor. This as a reserve solution if there is no mains connection for the charger 18 (operating mode SL: standstill charging).
  • Electric drive mode E Purely electric drive with recuperation function as an additional braking system. The internal combustion engine is switched off and disengaged.
  • Hybrid drive mode H In the lower speed range, again purely electric driving, if an adjustable urban limit speed of, for example, 60 to 65 km / h is exceeded, the internal combustion engine 3 is automatically engaged and takes over the full driving performance as far as its performance is sufficient. Both motors are controlled by the setpoint generator (accelerator pedal) 31 in such a way that the desired total power PSOLL is achieved overall. If the desired power PSOLL is less than the possible full load power PVM of the internal combustion engine at this speed, the internal combustion engine is operated at partial load. At an adjustable minimum speed VMIN of, for example, 45 to 50 km / h, the combustion engine is automatically disengaged and switched off after a short standby time of, for example, 10 to 20 seconds.
  • VMIN adjustable minimum speed
  • Hybrid drive charging mode HL Here the combustion engine is not operated at partial load, but if the full load power PVM of the combustion engine is greater than the requested target power PSOLL, the excess power is always used to charge the battery, e.g. explained in Fig. 7.
  • the full load powers P of the electric motor (PE) and the internal combustion engine (PV) as a function of the speed V for a hybrid drive with a fixed reduction stage.
  • the briefly available maximum power or full load power PEM of the electric motor is very high at 20 kW in the lower speed range and only drops somewhat in the upper range.
  • the continuous power PE of 9 kW can be used up to the maximum speed, here 120 km / h, and can be used over the entire speed range, for example for overtaking and on gradients.
  • the full load power VM also corresponds to the continuous power, which increases from about 60 km / h up to a maximum value of, for example, 11 kW in the area of the maximum speed.
  • Curve R shows the power requirement for level travel, ie the driving resistance.
  • the motors are designed and translated here so that the electric motor alone enables a gradeability of, for example, 20 25% with a full load and that the internal combustion engine delivers its maximum power in the range of the maximum speed, corresponding to the driving resistance R.
  • the performance of both Motors added according to curve PE + PVM can be used.
  • the power requirement R at medium speeds is significantly lower than the full load power PVM of the internal combustion engine.
  • the area of application EM, VM of the two motors is also shown in the figure: for the electric motor EM from 0 to 80 km / h and, if required, up to a maximum speed of 120 km / h.
  • the area of application of the internal combustion engine VM normally extends from 60 to 120 km / h, if necessary from the minimum speed VMIN of, for example, 50 km / h.
  • the PEM2 and PVM2 curves show a different power rating with a higher internal combustion engine power according to curve PVM2 up to a maximum value of 14 kW, which also enables a higher maximum speed of approx. 130 km / h, corresponding to the higher driving resistance R.
  • Curve PEM2 a reduced maximum power of 14 kW, for example. This corresponds to a design in which lower acceleration and climbing performance are required in the lower speed range. Accordingly, the battery size and weight can be reduced, for example, from 200 kg to 120 kg.
  • These engine designs refer to a lightweight vehicle from e.g. 500 - 600 kg empty weight.
  • stage 21 is designed for a maximum speed of 80 km / h and stage 22 for a maximum speed of 130 km / h.
  • the gear ratio is therefore 1,625.
  • the reduction ratio from first to second stage is between 1.4 and 2, preferably in the range from 1.5 to 1.7.
  • a higher gradeability or acceleration in the lower speed range is achieved by the electric motor and in the medium speed range up to 80 km / h by the internal combustion engine.
  • the possible reloading performance DP PVM - R increased.
  • the torque curve M shows the torque curve M as a function of the speed for a fixed reduction stage.
  • the permanent torque ME with relative value 1.0 and the short-term maximum torque MEM with maximum torque 2.0 of the electric motor are very high from standstill and decrease with increasing speed V from approx. 30 km / h in accordance with the performance curve of FIG. 2.
  • the full-load torque curve MVM of the internal combustion engine e.g. increasing from 50 to 120 km / h up to a maximum value of 0.8 here and then falling.
  • the curves MEM2 and MEM3 show other design examples.
  • the maximum torque can be e.g. Relativ ⁇ value 1.5 can be chosen smaller according to curve MEM2, while an application that requires high gradeability and acceleration to a maximum value of e.g. 2.5 is designed according to curve MEM3.
  • the curve MVM 0.8 illustrates an example in which a speed reduction between the electric motor and internal combustion engine of e.g. 1: 0.8 is provided, so that at a speed of 120 km / h the electric motor e.g. 10,000 rpm and the internal combustion engine reached 8,000 rpm. Due to the shorter reduction, the maximum torque of the internal combustion engine related to the electric motor axis is increased to 1.0 (as in FIG. 5).
  • the internal combustion engine 3 is elastic Coupling 29 and connected to the shaft 28 via an electromagnetic coupling 4.
  • Reduction gear 26 with clutch 4 and electric motor 1 form a compact unit.
  • an additional small, light and inexpensive generator 20 is firmly connected to the motor shaft 28 of the internal combustion engine 3. (This variant is also shown in FIG. 1.)
  • the generator can also be attached on the other side between clutch 4 and engine 3. This combination thus acts as an additional small series hybrid drive. With the clutch 4 open, the internal combustion engine can run independently of the electric motor and drive the generator 20. So it is even at low speeds of e.g. 0 - 50 km / h, where the internal combustion engine is not used for traction, it is possible to generate electricity with the internal combustion engine via the generator for recharging the batteries or directly for feeding the electric motor 1.
  • FIG. 2 shows the horizontal PGM with a performance of, for example 4 kW drawn.
  • the power ratio of generator to internal combustion engine PGM / PVM preferably being between 0.2 and 0.5. This means that if necessary, a range can be achieved in the very low speed range, which is only limited by the tank capacity.
  • FIG. 6 shows an embodiment with two fixed reduction stages 21, 22.
  • This transmission is formed by two permanent chain drives 24, each with two sprockets.
  • the adhesion switching between the two chain stages 21, 22 takes place via an electromagnetic switching clutch 23 on the electric motor shaft 27.
  • the output shaft 30 carries a freewheel 35 of the slower chain drive 21. Instead of the freewheel, an electromagnetic clutch could also be used on the output shaft 30.
  • the sprockets are light and fine graded interchangeable so that the reductions 21, 22 can be optimally designed for the desired main area of application of a vehicle.
  • the curve PVM shows the full load power of the internal combustion engine corresponding to the speed driven as a function of the travel time. PVM is roughly proportional to speed.
  • a high power PSOLL is required for overtaking and accelerating: area F3 +.
  • area F3 + From T3 e.g. in mode H only run with the VM as long as PSOLL ⁇ PVM.
  • the energies F1 + and F3 + are thus taken from the battery 15, while the energy F2- is fed back (additive and subtractive switching of the two motors).
  • This is monitored by means of a capacity indicator on the battery, so that the desired state of charge of the battery is always maintained (until the next mains charge).
  • An optimized battery management that takes into account the state of charge and the characteristics of the battery can be integrated into the control program 11. If the battery is sufficiently charged, mode H, i.e. without reloading the area F2-.
  • a major advantage of the inventive hybrid concept is that the internal combustion engine, contrary to the parallel hybrid drives known to date, for starting and in the lower speed range up to VMIN, is not used.
  • the internal combustion engine can thus be optimally designed for its limited area of application. This is possible in a particularly efficient way, for example with a simple, inexpensive and light two-stroke engine.
  • other internal combustion engines such as Stirling engines or gas turbines can also be used - since the internal combustion engine only has to follow slowly changing load changes.
  • the new hybrid concept results in a powerful and efficient, simple, light, compact and, above all, inexpensive drive.

Abstract

Système d'entraînement hybride pour véhicules routiers comprenant un moteur électrique (1) relié directement aux roues motrices par un démultiplicateur fixe (2) auquel un moteur à combustion (3) peut être directement accouplé au moyen d'un embrayage (4). Une commande du système (10) intégrant des paramètres d'entrée (6) permet différents modes de conduite ainsi que la charge de la batterie (15) pendant le fonctionnement du véhicule. L'ensemble constitue un système d'entraînement hybride particulièrement simple, léger et performant.
PCT/CH1994/000213 1993-11-08 1994-11-07 Systeme d'entrainement hybride pour vehicules routiers WO1995013201A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP94930900A EP0677001A1 (fr) 1993-11-08 1994-11-07 Systeme d'entrainement hybride pour vehicules routiers

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH03335/93A CH692609A5 (de) 1993-11-08 1993-11-08 Hybrid-Antrieb für Strassenfahrzeuge.
CH3335/93-8 1993-11-08

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WO1995013201A1 true WO1995013201A1 (fr) 1995-05-18

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CH (1) CH692609A5 (fr)
WO (1) WO1995013201A1 (fr)

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EP0759370A2 (fr) * 1995-07-24 1997-02-26 Toyota Jidosha Kabushiki Kaisha Régulation d'un véhicule hybride avec sélection de modalité de conduite selon le rendement de la modalité à moteur électrique
FR2746352A1 (fr) * 1996-03-22 1997-09-26 Paganelli Gino Vehicule automobile electrique avec moteur thermique d'appoint
EP0830968A1 (fr) * 1996-09-18 1998-03-25 SMH Management Services AG Méthode de propulsion pour une véhicule hybride non guidée
FR2755406A1 (fr) * 1996-11-07 1998-05-07 Espera Vehicule automobile hybride
EP0776779B1 (fr) * 1995-12-06 2000-11-02 Toyota Jidosha Kabushiki Kaisha Système d'entraínement hybride
DE19758782B4 (de) * 1996-05-02 2006-06-14 Toyota Jidosha K.K., Toyota Steuervorrichtung für ein Hybridfahrzeug
US7178617B2 (en) 1996-05-02 2007-02-20 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle
WO2016079118A1 (fr) * 2014-11-17 2016-05-26 Sadair Spear Ab Groupe motopropulseur pour un véhicule

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DE102007043399B4 (de) * 2007-09-12 2016-05-12 Deutz Ag Hybrid-Antrieb mit einem Pflanzenölmotor für ein Fahrzeug
DE202008011962U1 (de) 2008-09-09 2009-04-02 Nobilta-Twm Gbr (Vertretungsberechtigter Gesellschafter: Herr Peter Lauster, 78576 Emmingen-Liptingen) Hybrid-Antriebstechnik
DE102011015158A1 (de) * 2011-03-26 2012-09-27 Richard Lang Elektro-Antrieb für Kraftfahrzeuge mit Lademotor

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Cited By (14)

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US5789882A (en) * 1995-07-24 1998-08-04 Toyota Jidosha Kabushiki Kaisha Vehicle control apparatus adapted to select engine-or motor-drive mode based on physical quantity reflecting energy conversion efficiencies in motor-drive mode
EP0759370A3 (fr) * 1995-07-24 1997-04-09 Toyota Motor Co Ltd Régulation d'un véhicule hybride avec sélection de modalité de conduite selon le rendement de la modalité à moteur électrique
EP0759370A2 (fr) * 1995-07-24 1997-02-26 Toyota Jidosha Kabushiki Kaisha Régulation d'un véhicule hybride avec sélection de modalité de conduite selon le rendement de la modalité à moteur électrique
EP0776779B1 (fr) * 1995-12-06 2000-11-02 Toyota Jidosha Kabushiki Kaisha Système d'entraínement hybride
FR2746352A1 (fr) * 1996-03-22 1997-09-26 Paganelli Gino Vehicule automobile electrique avec moteur thermique d'appoint
DE19758782B4 (de) * 1996-05-02 2006-06-14 Toyota Jidosha K.K., Toyota Steuervorrichtung für ein Hybridfahrzeug
US7178617B2 (en) 1996-05-02 2007-02-20 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle
US5927416A (en) * 1996-09-18 1999-07-27 Smh Management Services Ag Method for operating a non-railborne hybrid vehicle
EP0830968A1 (fr) * 1996-09-18 1998-03-25 SMH Management Services AG Méthode de propulsion pour une véhicule hybride non guidée
WO1998019878A1 (fr) * 1996-11-07 1998-05-14 Blandford Enterprises Limited Vehicule automobile hybride
FR2755406A1 (fr) * 1996-11-07 1998-05-07 Espera Vehicule automobile hybride
WO2016079118A1 (fr) * 2014-11-17 2016-05-26 Sadair Spear Ab Groupe motopropulseur pour un véhicule
CN107405991A (zh) * 2014-11-17 2017-11-28 阿尔普拉兹公司 用于交通工具的动力总成
US11046168B2 (en) 2014-11-17 2021-06-29 Alpraaz Ab Powertrain for a vehicle

Also Published As

Publication number Publication date
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EP0677001A1 (fr) 1995-10-18

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