U.S. patent application number 11/692936 was filed with the patent office on 2008-07-03 for hybrid vehicle and hybrid power system.
This patent application is currently assigned to INDUSTRIAL TECHNOLOGY RESEARCH INSTITUTE. Invention is credited to Yee-Ren Chen, Su-Fa Cheng, Huan-Lung Gu, Shih-Ming Lo, Tseng-Teh Wei, E-In Wu.
Application Number | 20080156550 11/692936 |
Document ID | / |
Family ID | 39582287 |
Filed Date | 2008-07-03 |
United States Patent
Application |
20080156550 |
Kind Code |
A1 |
Wei; Tseng-Teh ; et
al. |
July 3, 2008 |
HYBRID VEHICLE AND HYBRID POWER SYSTEM
Abstract
A hybrid vehicle is provided with an engine, a starter generator
motor, a traction motor, an automatic manual transmission system, a
battery, an automatic-switching clutch, and a control unit
assembly. The starter generator motor is coupled and synchronously
rotates with the engine for starting the engine and serving as an
assistant power. The automatic manual transmission system is
coupled with the traction motor and performs a gear-shifting/speed
changing by controlling the rotation speed of the starter generator
motor and the traction motor. The automatic-switching clutch is
coupled between the starter generator motor and the automatic
manual transmission system to make them be engaged/disengaged so as
to switch the power type. The hybrid vehicle control device gives a
signal to the torque/rotation speed control device to control the
automatic-switching clutch to engage/disengage the engine and the
traction motor according to the running state of the vehicle.
Inventors: |
Wei; Tseng-Teh; (Hsinchu
City, TW) ; Gu; Huan-Lung; (Hualien County, TW)
; Chen; Yee-Ren; (Hsinchu City, TW) ; Wu;
E-In; (Yunlin County, TW) ; Lo; Shih-Ming;
(Hsinchu City, TW) ; Cheng; Su-Fa; (Hsinchu
County, TW) |
Correspondence
Address: |
JIANQ CHYUN INTELLECTUAL PROPERTY OFFICE
7 FLOOR-1, NO. 100, ROOSEVELT ROAD, SECTION 2
TAIPEI
100
omitted
|
Assignee: |
INDUSTRIAL TECHNOLOGY RESEARCH
INSTITUTE
Hsinchu
TW
|
Family ID: |
39582287 |
Appl. No.: |
11/692936 |
Filed: |
March 29, 2007 |
Current U.S.
Class: |
180/65.23 ;
180/65.265; 903/912; 903/946 |
Current CPC
Class: |
B60W 30/19 20130101;
B60W 20/30 20130101; B60K 1/02 20130101; B60W 10/06 20130101; B60K
6/405 20130101; B60W 20/00 20130101; B60K 6/442 20130101; B60W
2510/10 20130101; B60K 6/36 20130101; B60K 6/547 20130101; B60W
10/08 20130101; B60K 6/387 20130101; B60K 2006/268 20130101; H02K
7/003 20130101; B60K 6/26 20130101; Y10T 477/26 20150115; B60K
6/485 20130101; Y02T 10/62 20130101; B60W 10/02 20130101 |
Class at
Publication: |
180/65.2 ;
903/912; 903/946 |
International
Class: |
B60W 10/00 20060101
B60W010/00 |
Foreign Application Data
Date |
Code |
Application Number |
Dec 28, 2006 |
TW |
95149455 |
Claims
1. A hybrid power system, comprising: an engine, serving as a first
power; a starter generator motor, coupled with the engine, and
synchronously rotates with the engine for starting the engine and
serving as an assistant power; a traction motor, serving as a
second power; an automatic manual transmission system, coupled with
the traction motor, and performing speed changing by controlling a
rotation speed of the starter generator motor and the traction
motor; a battery, electrically coupled with the starter generator
motor and the traction motor; an automatic-switching clutch,
coupled between the starter generator motor and the automatic
manual transmission system to make the starter generator and the
automatic manual transmission system be engaged or disengaged so as
to switch a power type; and a power-type-controlling unit,
controlling the automatic-switching clutch to engage or disengage
the engine and the traction motor according to an operation state
of the hybrid power system.
2. The hybrid power system as claimed in claim 1, wherein the
automatic manual transmission system further comprises a
gear-shifting assembly mechanism, which comprises an
electromagnet-controlled gear-shifting electromagnetic disc or a
gear-shifting cam.
3. The hybrid power system as claimed in claim 1, wherein the
automatic-switching clutch is an electromagnet-controlled disc
clutch or a centrifugal clutch.
4. The hybrid power system as claimed in claim 1, wherein the
power-type-controlling unit comprises: a master control device,
sending a control signal according to the operation state of the
hybrid power system; and a torque/rotation speed control device,
connected with the automatic manual transmission system, the
automatic-switching clutch, the master control device through a
control circuit for receiving and interpreting the control signal
of the master control device, wherein when the control signal is
interpreted to indicate to switch the power type, the
torque/rotation speed control device controls the
automatic-switching clutch to engage or disengage the starter
generator motor and the automatic manual transmission system, such
that the traction motor is engaged with the engine through the
automatic manual transmission system, the automatic-switching
clutch, and the starter generator motor, when the control signal is
interpreted to indicate to shift gear, the torque/rotation speed
control device controls the starter generator motor and the
traction motor to reach a predetermined rotation speed, and drive
the engine to reach the predetermined rotation speed, so as to
perform gear-shifting.
5. The hybrid power system as claimed in claim 4, wherein the
power-type-controlling unit further comprises a battery control
device for controlling the battery to supply or store a power, so
as to adjust the power supplied by the battery to the starter
generator motor and the traction motor, and adjust the power stored
from the starter generator motor and the traction motor.
6. The hybrid power system as claimed in claim 4, wherein the
automatic-switching clutch is an electromagnet-controlled disc
clutch or a centrifugal clutch.
7. The hybrid power system as claimed in claim 1, further
comprising a connection device, wherein the automatic manual
transmission system is coupled with the traction motor through the
connection device.
8. The hybrid power system as claimed in claim 7, wherein the
connection device comprises a gear set.
9. The hybrid power system as claimed in claim 7, wherein the
connection device comprises a sprocket and a chain set.
10. The hybrid power system as claimed in claim 7, wherein the
connection device comprises a belt and a pulley set.
11. A hybrid vehicle using at least two energies, comprising: an
engine, serving as a first power; a starter generator motor,
coupled with the engine, and synchronously rotates with the engine
for starting the engine and serving as an assistant power; a
traction motor, serving as a second power; an automatic manual
transmission system, coupled with the traction motor, and
performing speed changing by controlling a rotation speed of the
starter generator motor and the traction motor; a battery,
electrically coupled with the starter generator motor and the
traction motor; an automatic-switching clutch, coupled between the
starter generator motor and the automatic manual transmission
system to make the starter generator motor and the automatic
transmission system be engaged or disengaged so as to switch a
power type; and a tire set and a transmission shaft, wherein the
tire set is coupled with the automatic manual transmission system
through the transmission shaft; and a control unit assembly,
controlling the automatic-switching clutch to engage or disengage
the engine and the traction motor according to a running state of
the vehicle.
12. The hybrid vehicle as claimed in claim 11, wherein the control
unit assembly comprises: a hybrid vehicle control device, sending a
control signal according to the running state of the vehicle; an
engine control device, coupled with the engine and the hybrid
vehicle control device for controlling an operation of the engine;
a starter generator motor control device, coupled with the starter
generator motor and the hybrid vehicle control device for
controlling an operation of the starter generator motor; a traction
motor control device, coupled with the traction motor and the
hybrid vehicle control device for controlling an operation of the
traction motor; a torque/rotation speed control device, coupled
with the automatic manual transmission system, the
automatic-switching clutch, the starter generator motor control
device, the traction motor control device, and the hybrid vehicle
control device through a control circuit for receiving and
interpreting the control signal of the hybrid vehicle control
device, controlling an engaging or disengaging of the
automatic-switching clutch, and controlling the rotation speed of
the starter generator motor and the traction motor through the
starter generator motor control device and the traction motor
control device; and a battery control device, coupled with the
battery and the hybrid vehicle control device for receiving and
interpreting the control signal and controlling the battery to
supply or store a power according to the control signal, so as to
adjust the power supplied by the battery to the starter generator
motor and the traction motor, and adjust the power stored from the
starter generator motor and the traction motor.
13. The hybrid vehicle as claimed in claim 12, wherein the hybrid
vehicle control device determines an optimal power type according
to a rotation speed and a torque of the engine, and outputs the
control signal, so as to select one mode from among a pure electric
power mode, a pure engine power mode, a series hybrid power mode,
an assistant hybrid power mode, and a parallel hybrid power mode,
when the pure electric power mode is selected, the control signal
is transferred to the torque/rotation speed control device for
disengaging the automatic-switching clutch and stopping the
operation of the engine, and only the traction motor is used to
drive the vehicle; when the series hybrid power mode is selected,
the control signal is transferred to the torque/rotation speed
control device for disengaging the automatic-switching clutch, such
that the engine drives the starter generator motor to generate a
power and supplies the power to the battery, and the battery
supplies the power to the traction motor, such that the traction
motor drives the vehicle; when the pure engine power mode is
selected, the control signal is transferred to the torque/rotation
speed control device for engaging the automatic-switching clutch
and stopping the operation of the traction motor, and only the
engine is used to drive the vehicle; when the assistant hybrid
power mode is selected, the control signal is transferred to the
torque/rotation speed control device for engaging the
automatic-switching clutch, and the engine, the starter generator
motor, and the traction motor are used together to drive the
vehicle; and when the parallel hybrid power mode is selected, the
control signal is transferred to the torque/rotation speed control
device for engaging the automatic-switching clutch, the starter
generator motor supplies a power to the battery, and the engine and
the traction motor are used to drive the vehicle.
14. The hybrid vehicle as claimed in claim 12, wherein a control
process of the power-type-controlling unit includes: when the
vehicle is started, initiating the hybrid vehicle control device,
and setting a communication between the hybrid vehicle control
device and the engine control device, the starter generator motor
control device, the traction motor control device, the
torque/rotation speed control device, and the battery control
device; determining whether the devices are normal, if no,
interrupting the control process; otherwise, proceeding to a next
step; making the hybrid vehicle control device to execute an
algorithm and transferring the control signal to the devices;
making the hybrid vehicle control device to receive information
from the devices; making the hybrid vehicle control device to
execute a safety confirmation, if it is determined that the devices
have vehicle safety problems, interrupting the control process; and
if it is determined that the devices do not have vehicle safety
problems, sending a warning message; and determining whether the
vehicle stops running, if yes, terminating the control process;
otherwise, returning to the step of making the hybrid vehicle
control device to execute the algorithm and transferring the
control signal.
15. The hybrid vehicle as claimed in claim 11, wherein the
automatic manual transmission system comprises a gear-shifting
assembly mechanism and a change gear set.
16. The hybrid vehicle as claimed in claim 15, wherein the
gear-shifting assembly mechanism comprises an
electromagnet-actuated gear-shifting electromagnetic disc or a
gear-shifting cam.
17. The hybrid vehicle as claimed in claim 12, wherein the
automatic manual transmission system comprises a gear-shifting
assembly mechanism and a change gear set.
18. The hybrid vehicle as claimed in claim 12, wherein the
automatic-switching clutch is an electromagnet-actuated
electromagnetic disc clutch.
19. The hybrid vehicle as claimed in claim 12, wherein the
automatic-switching clutch is a centrifugal clutch.
20. The hybrid vehicle as claimed in claim 17, wherein the
automatic-switching clutch is an electromagnet-actuated
electromagnetic disc clutch.
21. The hybrid vehicle as claimed in claim 17, wherein the
automatic-switching clutch is a centrifugal clutch.
22. The hybrid vehicle as claimed in claim 20, wherein the
torque/rotation speed control device determines whether or not to
perform a gear-shifting process according to the control signal,
wherein if no, terminate the gear-shifting process; otherwise,
proceed to a next step; stopping outputting a torque of the
vehicle, and disengaging the automatic-switching clutch; shifting
the change gear set to a predetermined arrangement, such that the
change gear set reaches a desired gear ratio; determining whether
the change gear set reaches the predetermined arrangement or not,
if no, returning to the previous step of shifting the change gear
set to the predetermined arrangement; and if yes, proceeding to a
next step; making the starter generator motor to regulate a
rotation speed of the engine, so as to reach a desired rotation
speed; and making the automatic-switching clutch to engage and
recover outputting the torque of the vehicle.
23. The hybrid vehicle as claimed in claim 21, wherein the
torque/rotation speed control device determines whether or not to
perform a gear-shifting process according to the control signal,
wherein if no, terminate the gear-shifting process; and otherwise,
proceed to a next step; stopping outputting a torque of the vehicle
and shifting the gear-shifting assembly mechanism to a neutral
position; determining whether the change gear set is shifted to the
neutral position, if no, returning to the previous step of stopping
outputting the torque of the vehicle and shifting the gear-shifting
assembly mechanism to the neutral position; otherwise, proceeding
to a next step; making the starter generator motor to regulate a
rotation speed of the engine, and regulating the rotation speed of
the traction motor, so as to reach a desired rotation speed;
determining whether the rotation speed of the starter generator
motor and the traction motor reach the desired rotation speed or
not, if no, returning to the previous step of making the starter
generator motor to regulate the rotation speed of the engine and
regulating the rotation speed of the traction motor, so as to reach
the desired rotation speed; otherwise, proceeding to a next step;
shifting the change gear set to a predetermined arrangement, so as
to reach a desired gear ratio; and determining whether the change
gear set achieves the predetermined arrangement, if no, returning
to the previous step of shifting the change gear set to the
predetermined arrangement, so as to reach the desired gear ratio;
otherwise, recovering outputting the torque of the vehicle.
24. The hybrid power system as claimed in claim 11, further
comprising a connection device, wherein the automatic manual
transmission system is coupled with the traction motor through the
connection device.
25. The hybrid power system as claimed in claim 24, wherein the
connection device comprises a gear set.
26. The hybrid power system as claimed in claim 24, wherein the
connection device comprises a sprocket and a chain set.
27. The hybrid power system as claimed in claim 24, wherein the
connection device comprises a belt and a pulley set.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application claims the priority benefit of Taiwan
application serial no. 95149455, filed Dec. 28, 2006. All
disclosure of the Taiwan application is incorporated herein by
reference.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] The present invention relates to a hybrid vehicle and a
hybrid power system.
[0004] 2. Description of Related Art
[0005] With the continuous decrease of global crude oil resources
and the increase of petroleum price, all the countries actively
seek for other alternative energies and the energy conservation
methods to alleviate the impact of petroleum crisis.
[0006] Currently, the power sources that can be used in the
automobile include fuel (diesel fuel, gasoline) engines, solar
energy power systems, and electric drive systems, and so on. Among
the above power sources, some have a preferred power effect and
superior durability, but actually does not conform to the
environmental protection requirement, while others conforms to the
environmental protection requirement, but cannot achieve the
required power effect.
[0007] For example, although an electric automobile and a solar
energy automobile do not adopt the conventional fuel engine, the
power efficiency of these new power sources is limited. Therefore,
it is unfeasible to merely use a single power source.
[0008] Then, after diligent research and development, a new concept
and technology named hybrid power using two types of power sources
in complementation is formed. The hybrid power not only achieves a
preferred power effect and a superior durability, but also meets
the environmental protection requirement.
[0009] In the hybrid power system, because the coupling between
various powers is one of the most critical techniques, not all the
couplers can be used to couple different powers. In the currently
known hybrid power systems, powers are coupled mostly through a
torque converter or a planetary gear train, and sometimes through a
disc clutch. At present, only the power assistant hybrid system
adopts the disc clutch. The system is directly coupled to the crank
of the engine by a single motor and rotates coaxially synchronously
therewith, or is coupled in series with the transmission main shaft
through a gear by using a single motor, and then is coupled with
the engine through the disc clutch. However, this system has the
following disadvantages.
[0010] 1. The gear-shifting is completed by controlling the
rotation speed of a single motor, such that the speed of the
shifting is not quick, and the shifting is not smooth, so that it
is difficult to improve the efficiency of the transmission.
[0011] 2. The disc clutches according to the prior art can be
substantially classified into two types, namely a mechanical type
and a hydraulic type. The mechanical type uses an actuation lever
to manipulate the engage and disengage of the clutch mechanically,
which has a complicated mechanism and high cost of parts. The
hydraulic type directly actuates the clutch by using an oil
hydraulic pump to drive the oil cylinder instead of using the lever
to actuate the clutch, which has a high cost of the oil hydraulic
system, possibly has the oil leakage problem, and is difficult to
be assembled and maintained. Moreover, the actuations of the two
types are slow, such that the engage and disengage of the clutch
are not smooth, and the transmission efficiency is reduced.
SUMMARY OF THE INVENTION
[0012] In order to solve the above conventional problems, the
present invention is directed to a hybrid power system and vehicle,
which has a smooth gear-shifting by controlling the rotation speed
with a dual-motor. The gear-shifting can be performed when the
clutch is not disengaged (definitely, the gear-shifting can also be
performed when the clutch is disengaged), so that the speed changes
more smoothly, and the abrasion of the gear-shifting device is
reduced, thus improving the power transmission efficiency of the
automatic manual transmission system.
[0013] And, the present invention is directed to a hybrid power
system and vehicle, which has a simple clutch mechanism, a lower
cost of parts as compared with the conventional art, easy to
assemble and maintain, smooth engagement and disengagement of the
clutch, thus alleviating the damage caused by an unsmooth
engagement of the gear during the gear-shifting.
[0014] The present invention is also directed to a hybrid power
system and vehicle, which uses an automatic-switching clutch to
engage and disengage different power sources, so as to switch to
different hybrid powers.
[0015] The present invention provides a hybrid power system using
at least two energies. The hybrid power system includes an engine
serving as a first power, a starter generator motor, a traction
motor serving as a second power, an automatic manual transmission
system, a battery, an automatic-switching clutch, a
power-type-controlling unit (also a control unit assembly when
being used in a hybrid vehicle). The starter generator motor is
coupled and synchronously rotates with the engine for starting the
engine and serving as an assistant power. The automatic manual
transmission system is coupled with the traction motor, and changes
speed by controlling the rotation speed of the starter generator
motor and the traction motor. The battery is electrically coupled
with the starter generator motor and the traction motor. The
automatic-switching clutch is coupled between the starter generator
motor and the automatic manual transmission system to make them be
engaged or disengaged so as to switch the power type. According to
the operation state of the hybrid power system, the
power-type-controlling unit controls the automatic-switching clutch
so as to engage or disengage the engine and the traction motor.
[0016] The power-type-controlling unit of the above hybrid power
system includes a master control device (also a hybrid vehicle
control device when being used in a hybrid vehicle), and a
torque/rotation speed control device. The master control device
sends a control signal according to the operation state of the
hybrid power system. The torque/rotation speed control device is
coupled with the automatic manual transmission system, the
automatic-switching clutch, and the master control device for
receiving and interpreting the control signal of the master control
device. When the control signal is interpreted to indicate to
switch the power type, the torque/rotation speed control device
controls the automatic-switching clutch to engage or disengage the
starter generator motor and the automatic manual transmission
system, such that the traction motor is engaged with the engine
through the automatic manual transmission system, the
automatic-switching clutch, and the starter generator motor. When
the control signal is interpreted to indicate to shift gear, the
torque/rotation speed control device controls the starter generator
motor and the traction motor to reach a predetermined rotation
speed, and drive the engine to reach the predetermined rotation
speed, so as to perform the gear-shifting.
[0017] The present invention also provides a hybrid vehicle using
at least two energies. The hybrid vehicle which includes an engine
serving as a first power, a starter generator motor, a traction
motor serving as a second power, a starter generator motor, an
automatic manual transmission system, a battery, an
automatic-switching clutch, a tire set and a transmission shaft,
and a control unit assembly. The starter generator motor is coupled
and synchronously rotates with the engine for starting the engine
and serving as an assistant power. The automatic manual
transmission system is coupled with the traction motor, and changes
speed by controlling the rotation speed of the starter generator
motor and the traction motor. The battery is electrically coupled
with the starter generator motor and the traction motor. The
automatic-switching clutch is coupled between the starter generator
motor and the automatic manual transmission system to make them be
engaged or disengaged so as to switch the power type. As for the
tire set and the transmission shaft, the tire set is coupled with
the automatic manual transmission system through the transmission
shaft. According to the running state of the vehicle, the control
unit assembly controls the automatic-switching clutch to engage or
disengage the engine and the traction motor.
[0018] The control unit assembly of the above hybrid vehicle
includes a hybrid vehicle control device, a starter generator motor
control device, a traction motor control device, a torque/rotation
speed control device, and a battery control device. The hybrid
vehicle control device sends a control signal according to the
running state of the vehicle. The engine control device is coupled
with the engine and the hybrid vehicle control device for
controlling the operation of the engine. The starter generator
motor control device is coupled with the starter generator motor
and the hybrid vehicle control device for controlling the operation
of the starter generator motor. The traction motor control device
is coupled with the traction motor and the hybrid vehicle control
device for controlling the operation of the traction motor. The
torque/rotation speed control device is connected with the
automatic manual transmission system, the automatic-switching
clutch, the starter generator motor control device, the traction
motor control device, and the hybrid vehicle control device through
a control circuit. The torque/rotation speed control device
receives and interprets the control signal of the hybrid vehicle
control device for controlling the engagement and disengagement of
the automatic-switching clutch, and controlling the rotation speed
of the starter generator motor and the traction motor through the
starter generator motor control device and the traction motor
control device. The battery control device is coupled with the
battery and the hybrid vehicle control device for receiving and
interpreting the control signal and controlling the battery to
supply or store a power according to the control signal, so as to
adjust the power supplied by the battery to the starter generator
motor and the traction motor, and adjust the power stored from the
starter generator motor and the traction motor.
[0019] The hybrid vehicle control device of the above hybrid
vehicle determines the optimal power mode according to the rotation
speed and the torque of the engine, and outputs the control signal,
so as to select one mode from among a pure electric power mode, a
pure engine power mode, a series hybrid power mode, an assistant
hybrid power mode, and a parallel hybrid power mode. When the pure
electric power mode is selected, the control signal is transferred
to the torque/rotation speed control device for disengaging the
automatic-switching clutch and stopping the operation of the
engine, and only the traction motor is used to drive the vehicle.
When the series hybrid power mode is selected, the control signal
is transferred to the torque/rotation speed control device for
disengaging the automatic-switching clutch, such that the engine
drives the starter generator motor to generate a power and supplies
the power to the battery, and the battery supplies the power to the
traction motor, such that the traction motor is used to drive the
vehicle. When the pure engine power mode is selected, the control
signal is transferred to the torque/rotation speed control device
for engaging the automatic-switching clutch and stopping the
operation of the traction motor, and only the engine is used to
drive the vehicle. When the assistant hybrid power mode is
selected, the control signal is transferred to the torque/rotation
speed control device for engaging the automatic-switching clutch,
and the engine, the starter generator motor, and the traction motor
are used together to drive the vehicle. When the parallel hybrid
power mode is selected, the control signal is transferred to the
torque/rotation speed control device for engaging the
automatic-switching clutch, the starter generator motor supplies a
power to the battery, and the engine, and the traction motor are
used to drive the vehicle.
[0020] The automatic manual transmission system of the hybrid power
system and the hybrid vehicle further includes a gear-shifting
assembly mechanism, and cooperates with an automatic-switching
clutch.
[0021] The automatic-switching clutch of the above hybrid power
system and hybrid vehicle is an electromagnet-controlled disc
clutch or a centrifugal clutch.
[0022] According to the features of the present invention, the
gear-shifting of the automatic manual transmission system is
achieved by controlling the rotation speed of the starter generator
motor and the traction motor, so that the speed changing of the
transmission system becomes smoother.
[0023] According to the features of the present invention, the
automatic-switching clutch can be used in the hybrid power
system/hybrid vehicle to switch to different energy flow. The
power-type-controlling unit (control unit assembly) then selects an
optimal power type according to the operation state of the hybrid
system/the running state of the vehicle, thus achieving the effect
of power saving, low pollution, and output enhancement.
[0024] According to the features of the present invention, when an
electromagnetic disc clutch or a centrifugal clutch is used as the
automatic-switching clutch, due to the small volume, it is easy for
the hybrid power system to arrange the relative position of each
component, such that different types of hybrid power systems are
assembled in a modularized way, and different hybrid vehicles are
produced according to the requirement on the vehicle application
and cost. It is preferred that, when the electromagnetic disc
clutch is used as a clutch for changing power mode, the
disengagement or engagement can be performed at any rotation speed,
and the velocity of engaging or disengaging can be controlled
accurately, so as to avoid the torque impact.
[0025] According to the spirit of the present invention, the above
hybrid power system has a wide application scope, and is not
limited to the vehicle, but can also be applied to other
transportation tools or tools other than transportation tools. The
hybrid power system of the present invention can be used to other
equipments and mechanisms which require power.
[0026] In order to make the aforementioned and other objectives,
features and advantages of the present invention comprehensible,
preferred embodiments accompanied with figures are described in
detail below.
[0027] It is to be understood that both the foregoing general
description and the following detailed description are exemplary,
and are intended to provide further explanation of the invention as
claimed.
BRIEF DESCRIPTION OF THE DRAWINGS
[0028] The accompanying drawings are included to provide a further
understanding of the invention, and are incorporated in and
constitute a part of this specification. The drawings illustrate
embodiments of the invention and, together with the description,
serve to explain the principles of the invention.
[0029] FIG. 1 is a block diagram of a hybrid vehicle according to
the first embodiment of the present invention.
[0030] FIG. 2 shows a mechanism arrangement Example 1 according to
the first embodiment of the present invention.
[0031] FIG. 3 is a partial enlarged view of FIG. 2.
[0032] FIG. 4 shows a mechanism arrangement Example 2 according to
the first embodiment of the present invention.
[0033] FIG. 5 is a partial enlarged view of FIG. 4.
[0034] FIG. 6 shows a mechanism arrangement Example 3 according to
the first embodiment of the present invention.
[0035] FIG. 7 is a partial enlarged view of FIG. 6.
[0036] FIG. 8 is a schematic view of a gear-shifting assembly
mechanism according to the first embodiment of the present
invention.
[0037] FIG. 9 is a block diagram of a control unit assembly
according to the first embodiment of the present invention.
[0038] FIG. 10 is a schematic view of a control process of the
control unit assembly according to the first embodiment of the
present invention.
[0039] FIG. 11 is a schematic view of a control process for
engaging and disengaging an engine and a traction motor by using an
electromagnet actuated electromagnetic disc clutch and the
gear-shifting according to the first embodiment.
[0040] FIG. 12 is a schematic view of a control process for
engaging and disengaging an engine and a traction motor by using a
centrifugal clutch and the gear-shifting according to the first
embodiment.
[0041] FIG. 13 is a block diagram of a hybrid power system and an
object requiring power according to the second embodiment.
DESCRIPTION OF EMBODIMENTS
The First Embodiment
[Hybrid Vehicle]
[0042] FIG. 1 is a block diagram of a hybrid vehicle according to a
first embodiment of the present invention.
[0043] The hybrid vehicle using at least two energies of the
present invention includes an engine 100 serving as a first power,
a starter generator motor 200, a traction motor 300 serving as a
second power, a battery 400, an automatic-switching clutch 500, an
automatic manual transmission system 600, a connection device 610,
a tire set 700 and a transmission shaft (not shown), and a control
unit assembly (a power-type-controlling unit) 810.
[0044] The starter generator motor 200 is coupled with the engine
100, and synchronously rotates with the engine 100 for starting the
engine 100 and serving as an assistant power.
[0045] The automatic manual transmission system 600 is coupled with
the traction motor 300 through a connection device 610. Herein, the
connection device, for example, includes a gear set, a sprocket and
chain set, a belt and pulley set. The automatic manual transmission
system 600 changes speed by controlling the rotation speed of the
starter generator motor 200 and the traction motor 300.
[0046] The battery 400 is coupled with the starter generator motor
200 and the traction motor 300.
[0047] The automatic-switching clutch 500 is coupled between the
starter generator motor 200 and the automatic manual transmission
system 600 to make them be engaged or disengaged so as to switch
the power. The above automatic-switching clutch 500 is an
electromagnet-controlled disc clutch or centrifugal clutch.
[0048] The automatic manual transmission system 600 is coupled with
the tire set 700 through a transmission shaft (not shown).
[0049] The control unit assembly 810 controls the
automatic-switching clutch 500 to engage or disengage the engine
100 and the traction motor 300 according to the running state of
the vehicle.
[Examples of Mechanical Arrangement of Automatic-switching
Clutch]
[Mechanical Arrangement Example 1]
[0050] Referring to FIGS. 2 and 3, FIG. 2 is a schematic view of a
mechanical arrangement of the above components according to Example
1, and FIG. 3 is a partial enlarged view of the dashed area of FIG.
2.
[0051] The starter generator motor 200 and the automatic-switching
clutch 500 (for example, an electromagnetic disc clutch) are
arranged on the same side of the engine 100. The starter generator
motor 200 adopts an inner rotor design. A clutch flywheel 542 is
directly locked onto a flange coupling 102f on the left end of the
engine crank 102 by using a screw 524b passing through a rotor
202.
[0052] The automatic manual transmission system 600 is connected to
a transmission main shaft 650 through a differential 640 and then
connected to the tire set 700 (FIG. 1).
[Mechanical Arrangement Example 2]
[0053] Referring to FIGS. 4 and 5, FIG. 4 is a schematic view of a
mechanical arrangement of the above components according to Example
2, and FIG. 5 is a partial enlarged view of the dashed area of FIG.
4.
[0054] The starter generator motor 200 and the automatic-switching
clutch 500 (for example, an electromagnetic disc clutch) are
arranged on two sides of the engine 100. The starter generator
motor 200 adopts an outer rotor design. The rotor 202 is directly
locked onto a tapered shaft 102t on the right end of the engine
crank 102. A clutch flywheel 542 is directly locked onto a flange
coupling 102f on the left end of the engine crank 102.
[0055] The automatic manual transmission system 600 is connected to
a transmission main shaft 650 through a differential 640 and then
connected to the tire set 700 (FIG. 1).
[0056] In the above two mechanical arrangement examples, the
disengagement or engagement of the clutch flywheel 542 and the
clutch set 540 involves utilizing the attractive force of an
electromagnetic coil 552 to an electromagnetic chuck 550 to move
the electromagnetic chuck 550. An electromagnetic disc lever spring
520 is actuated by the move of the electromagnetic chuck 550, then
a release bearing 530 is pushed, and a clutch lever spring 522 is
actuated, so as to disengage or engage the clutch flywheel 542 and
the clutch set 540.
[0057] When the disc clutch is actuated by means of
electromagnetism, a microcomputer (not shown) can be used together
to control and drive an electromagnetic jig holder, so as to
control the open and close of the disc clutch accurately. Thus, the
disc clutch is made to have an appropriate engaging or disengaging
speed, so that various hybrid power systems having a complete
function of automatic-control engaging and disengaging can be
formed.
[0058] Also, as the size of the automatic electromagnetic disc
clutch mechanism is thin in space, it is easy for the hybrid power
system to arrange the relative position of each component, such
that different types of hybrid power systems can be assembled in
the modularized way. Therefore, as compared with the conventional
art, the present invention has a lower cost and diverse
functions.
[Mechanical Arrangement Example 3]
[0059] In the above two mechanical arrangement examples, the
electromagnetic disc clutch is used as the automatic-switching
clutch 500. Definitely, a centrifugal clutch can also be used
according to the spirit of the present invention. The centrifugal
clutch is designed to perform the engagement in the range of the
operation efficacy curve of the engine where minimum fuel is
consumed and the pollution is in a low level.
[0060] The mechanical arrangement is shown in FIGS. 6 and 7. FIG. 6
is a schematic view of a mechanical arrangement of the above
components according to Example 3, and FIG. 7 is a partial enlarged
view of the dashed area of FIG. 6. The same numerals are used to
indicate the same elements appearing in different arrangement
examples, so the details will be omitted.
[0061] The starter generator motor 200 and the automatic-switching
clutch 500 (for example, the centrifugal clutch) are arranged on
two sides of the engine 100. The starter generator motor 200 adopts
an outer rotor design. The rotor 202 is directly locked onto a
tapered shaft 102t on the right end of the engine crank 102. The
centrifugal clutch 500 is locked onto the output shaft 104 of the
engine.
[0062] When the centrifugal clutch is adopted as the
automatic-switching clutch 500, a centrifugal block 500a and the
clutch hub 500b are disengaged in a static state. The centrifugal
block 500a when rotating is forced to extend externally by a
centrifugal force, and can be engaged with the clutch hub 500b when
the centrifugal block 500a reaches a certain rotation speed (as
shown in FIG. 7).
[0063] The automatic manual transmission system 600 is connected to
a transmission main shaft 650 through a differential 640 and then
connected to the tire set 700 (FIG. 1).
[0064] Likewise, due to the small volume of the centrifugal clutch,
it is easy for the hybrid power system to arrange the relative
position of each component, such that different types of hybrid
power systems can be assembled in a modularized way. Therefore, as
compared with the conventional art, the present invention has a
lower cost and diverse functions.
[Gear-Shifting Assembly Mechanism]
[0065] The above automatic manual transmission system 600 further
includes a gear-shifting assembly mechanism 633 (FIG. 8), a
transmission main shaft 650, and a differential 640. Firstly,
referring to FIG. 6, a conventional gear-shifting assembly
mechanism, gear-shifting cam 632' is shown. The gear-shifting
assembly mechanism in FIGS. 2 and 4 also uses the conventional
gear-shifting cam, but is not shown due to the angle of view.
[0066] Referring to FIG. 8, the gear-shifting assembly mechanism
633 of the present invention uses a gear-shifting electromagnetic
disc 632 instead of the conventional gear-shifting assembly
mechanism, gear-shifting cam 632'.
[0067] The gear-shifting assembly mechanism 633 is an
electromagnet-actuated electromagnetic disc or the conventional
"gear-shifting assembly mechanism, gear shifting cam", and the
electromagnetic disc clutch is taken as an example in FIG. 8. When
shifting, the gear-shifting electromagnetic disc 632 actuates a
transmission fork set 631, such that the synchronizer 630 enters a
desired gear position. The detailed gear-shifting process and the
control are given below.
[0068] Definitely, besides the electromagnet-actuated
electromagnetic disc gear-shifting assembly mechanism (as shown in
FIG. 8), the conventional "gear-shifting assembly mechanism,
gear-shifting cam (as shown in FIG. 6)" also can be used.
[Control Unit Assembly]
[0069] FIG. 9 is a block diagram of a control unit assembly of a
hybrid vehicle according to a preferred embodiment of the present
invention.
[0070] The control unit assembly 810 includes an engine control
device 110, a starter generator motor control device 210, a
traction motor control device 310, a battery control device 410, a
torque/rotation speed control device 510, and a hybrid vehicle
control device (master control device) 710.
[0071] The hybrid vehicle control device (master control device)
710 sends a control signal according to the operation state such as
the running state of vehicle, the rotation speed and torque of the
engine of the hybrid power system.
[0072] The engine control device 110 is connected with the engine
100 and the hybrid vehicle control device 710 through a control
circuit for controlling the operation of the engine 100.
[0073] The starter generator motor control device 210 is connected
with the starter generator motor 200 and the hybrid vehicle control
device 710 through a control circuit for controlling the operation
of the starter generator motor 200.
[0074] The traction motor control device 310 is connected with the
traction motor 300 and the hybrid vehicle control device 710
through a control circuit for controlling the operation of the
traction motor 300.
[0075] The torque/rotation speed control device 510 is connected
with the automatic manual transmission system 600, the
automatic-switching clutch 500, the starter generator motor control
device 210, the traction motor control device 310, and the hybrid
vehicle control device 710 through a control circuit. The
torque/rotation speed control device 510 receives and interprets
the control signal sent by the hybrid vehicle control device 710
for controlling the engagement and disengagement of the
automatic-switching clutch 500, and controlling the rotation speed
of the starter generator motor 200 and the traction motor 300
through the starter generator motor control device 210 and the
traction motor control device 310.
[0076] The battery control device 410 is connected with the battery
400 and the hybrid vehicle control device 710 through a control
circuit. The battery control device 410 receives and interprets the
control signal sent by the hybrid vehicle control device 710 and
controlling the power supply and power storage of the battery 400
according to the control signal, so as to adjust the power supplied
by the battery 400 to the starter generator motor 200 and the
traction motor 300, and adjust the power stored from the starter
generator motor 200 and the traction motor 300.
[0077] When the control signal sent by the hybrid vehicle control
device is interpreted to indicate to switch the power type, the
torque/rotation speed control device 510 controls the
automatic-switching clutch 500 so as to engage or disengage the
starter generator motor 200 and the automatic manual transmission
system 600. Thus, the traction motor 300 is engaged with the engine
100 through the automatic manual transmission system 600, the
automatic-switching clutch 500, and the starter generator motor
200.
[0078] When the control signal is interpreted to indicate to shift
gear, the torque/rotation speed control device 510 controls the
starter generator motor 200 and the traction motor 300 to reach a
predetermined rotation speed, and drive the engine 100 to reach the
predetermined rotation speed, so as to perform the
gear-shifting.
[Full Type Hybrid Power]
[0079] The above hybrid vehicle control device 710 determines an
optimal power according to the rotation speed and torque of the
engine 100, and sends a control signal. Thus, one mode is selected
from among a pure electric power mode, a pure engine power mode, a
series hybrid power mode, an assistant hybrid power mode, and a
parallel hybrid power mode.
[0080] For example, when the vehicle runs at a low speed in a
street, the pure electric power mode can be selected. When the
engine 100 operates in the range of the operation efficiency curve
where the minimum fuel is consumed and the pollution is in a low
level, the series hybrid power mode is selected. When the voltage
of the battery 400 is insufficient, the pure engine power mode is
selected. When a large horse power or a large torque drive is
needed, the assistant hybrid power mode is selected. However, since
the battery 400 has a limited capacity and cannot last for long,
the started generator motor 200 is needed to generate power to the
battery 400. The traction motor 300 and the engine 100 are used to
drive the vehicle, which is referred to as the parallel hybrid
power mode. In this way, a longer endurance and a larger horse
power and torque are provided as compared with the conventional
vehicles.
[0081] Referring to FIG. 1, when the pure electric power mode is
selected, the control signal is transferred to the torque/rotation
speed control device 510 for disengaging the automatic-switching
clutch 500 and stopping the operation of the engine 100, and only
the traction motor 300 is used to drive the vehicle, which is
referred to as a pure electric vehicle (PEV).
[0082] When the series hybrid power mode is selected, the control
signal is transferred to the torque/rotation speed control device
510 for disengaging the automatic-switching clutch 500, such that
the engine 100 drives the starter generator 200 to generate power
and supplies power to the battery 400, and the battery 400 supplies
power to the traction motor 300, such that the traction motor 300
is used to drive the vehicle.
[0083] When the pure engine power mode is selected, the control
signal is transferred to the torque/rotation speed control device
510 for engaging the automatic-switching clutch 500 and stopping
the operation of the traction motor 300, and only the engine 100 is
used to drive the vehicle.
[0084] When the assistant hybrid power mode is selected, the
control signal is transferred to the torque/rotation speed control
device 510 for engaging the automatic-switching clutch 500, and the
engine 100, the starter generator motor 200, and the traction motor
300 are used together to drive the vehicle, which is referred to as
a power assistant hybrid electric vehicle (PAHEV).
[0085] When the parallel hybrid power mode is selected, the control
signal is transferred to the torque/rotation speed control device
510 for engaging the automatic-switching clutch 500, and the
starter generator motor 200 is made to supply power to the battery
400, thus the engine 100 and the traction motor 300 are used to
drive the vehicle.
[0086] Five different powers can be derived from the present
invention, and thus it is referred to as a full type HEV by the
inventor of the present invention.
[Control Process of Power-Type-Controlling Unit (Control Unit
Assembly)]
[0087] FIG. 10 shows the control process of the power control unit
assembly, which comprises the following steps.
[0088] When the vehicle is started, the step S110 is conducted to
initiate the hybrid vehicle control device 710, and set the
communication between the hybrid vehicle control device 710 and the
engine control device 110, the starter generator motor control
device 210, the traction motor control device 310, the
torque/rotation speed control device 510, and the battery control
device 410. The hybrid vehicle control device 710 is also referred
to as a master control device, hereinafter, the engine control
device 110, the starter generator motor control device 210, the
traction motor control device 310, the torque/rotation speed
control device 510, and the battery control device 410 are all
referred to as sub control devices.
[0089] In the step S120, it is determined whether the hybrid
vehicle control device 710 and the sub control devices are normal
or not. If no, the control process is interrupted. Otherwise,
proceed to the next step S130.
[0090] In the step S130, the hybrid vehicle control device 710
executes an algorithm and transfer the control signal to the sub
control devices.
[0091] In step S140, the hybrid vehicle control device 710 receives
information from the sub control devices.
[0092] In the step S150, the hybrid vehicle control device 710
executes a safety confirmation.
[0093] In the step S160, it is determined whether the hybrid
vehicle control device 710 and the sub control devices have the
vehicle safety problems or not. If yes, the control process is
interrupted. Otherwise, proceed to the next step S170.
[0094] In the step S170, it is determined whether the hybrid
vehicle control device and the sub control devices have the vehicle
safety problems or not. If yes, a warning message is sent out.
Otherwise, proceed to the next step S180.
[0095] In step S180, it is determined whether the vehicle stops
running or not. If yes, the control process is terminated.
Otherwise, the process returns to the step S130 of making the
master control device to execute an algorithm and transferring the
control signal to the sub control devices.
[Gear-Shifting Control Process]
[Electromagnetic Disc Clutch]
[0096] FIG. 11 is a schematic view of a control process for
engaging and disengaging an engine and a traction motor by using an
electromagnet actuated electromagnetic disc clutch and the
gear-shifting.
[0097] In step 210, the torque/rotation speed control device 510
determines whether or not to perform a gear-shifting process
according to the control signal. If no, the gear-shifting process
is terminated. Otherwise, proceed to the next step S220.
[0098] In the step S220, a torque of the vehicle is stopped
outputting, then the automatic-switching clutch 500 is disengaged,
and next the gear-shifting assembly mechanism 633 is in a neutral
position.
[0099] In the step S230, the change gear sets of the transmission
main shaft 650 and the synchronizer 630 are switched to a
predetermined arrangement, such that the change gear sets of the
transmission main shaft 650 and the synchronizer 630 achieve a
desired gear ratio.
[0100] In the step S240, it is determined whether the change gear
sets of the transmission main shaft 650 and the synchronizer 630
achieve the predetermined arrangement or not. If no, return to the
previous step S230 of switching the change gear sets of the
transmission main shaft 650 and the synchronizer 630 to the
predetermined arrangement. If yes, proceed to the next step
S250.
[0101] In step S250, the starter generator motor 200 regulates the
rotation speed of the engine 100, so as to reach a desired rotation
speed.
[0102] In step S260, the automatic-switching clutch 500 is engaged
and the output of a torque of the vehicle is recovered.
[Centrifugal Clutch]
[0103] FIG. 12 is a schematic view of a control process for
engaging and disengaging an engine and a traction motor by using a
centrifugal clutch and the gear-shifting.
[0104] In the step 310, the torque/rotation speed control device
510 determines whether or not to perform a gear-shifting process
according to the control signal. If no, the gear-shifting process
is terminated. Otherwise, proceed to the next step S320.
[0105] In the step S320, a torque of the vehicle is stopped
outputting and then the gear-shifting assembly mechanism 633 is
switched to a neutral position.
[0106] In the step S330, it is determined whether the change gear
sets of the transmission main shaft 650 and the synchronizer 630
are switched to a neutral position or not. If no, return to the
previous step S330 of stopping outputting a torque of the vehicle,
and switching the change gear sets of the transmission main shaft
650 and the synchronizer 630 to the neutral position. Otherwise,
proceed to the next step S340.
[0107] In step S340, the starter generator motor 200 regulates the
rotation speed of the engine 100, and regulate the rotation speed
of the traction motor 300, so as to achieve a desired rotation
speed.
[0108] In the step S350, it is determined whether the rotation
speed of the starter generator motor 200 and the traction motor 300
reaches the desired rotation speed. If no, return to the previous
step S340 of making the starter generator motor 200 to regulate the
rotation speed of the engine 100, and regulating the rotation speed
of the traction motor 300, so as to achieve the desired rotation
speed. Otherwise, proceed to the next step S360.
[0109] In the step S360, the change gear sets of the transmission
main shaft 650 and the synchronizer 630 are switched to a
predetermined arrangement, such that the change gear sets of the
transmission main shaft 650 and the synchronizer 630 achieve a
desired gear ratio.
[0110] In the step S370, it is determined whether the change gear
sets of the transmission main shaft 650 and the synchronizer 630
achieve the predetermined arrangement or not. If no, return to the
previous step S360 of switching the change gear sets of the
transmission main shaft 650 and the synchronizer 630 to the
predetermined arrangement, such that the change gear sets of the
transmission main shaft 650 and the synchronizer 630 achieve the
desired gear ratio. If yes, the output of a torque of the vehicle
is recovered (the step S380).
[0111] According to the different operation states of the hybrid
vehicle, i.e., different running states of the vehicle, the
automatic manual transmission system 600 can switch to different
gear positions to operate. When a gear-shifting is needed, the
hybrid vehicle control device 710 makes the gear-shifting
electromagnetic disc 632 to actuate a transmission fork set 631.
Then, after the gear-shifting electromagnetic disc 632 actuates the
transmission fork set 631, the hybrid vehicle control device 710
makes the synchronizer 630 being in a neutral position.
[0112] The torque/rotation speed control device 510 sends a signal
to both the starter generator motor control device 210 and the
traction motor control device 310, so as to control the rotation
speed of the starter generator motor 200 and the traction motor 300
accurately. When the automatic manual transmission system 600 is at
the most appropriate rotation speed, the torque/rotation speed
control device 510 makes the gear-shifting electromagnetic disc 632
to actuate the transmission fork set 631, such that the
synchronizer 630 enters a desired gear position.
[0113] In this embodiment, the hybrid vehicle control device
(master control device) 710 determines an optimal power according
to the rotation speed and torque of the engine 100, and outputs a
control signal.
[0114] According to the features of the present invention, by
accurately controlling the rotation speed of the starter generator
motor 200 and the traction motor 300, i.e., the dual-motor
controlling, the automatic manual transmission system 600 changes
speed more smoothly, thus improving the power transmission
efficiency of the automatic manual transmission system. Since the
rotation speed of the starter generator motor 200 and the traction
motor 300 can be accurately controlled instantly, the transmission
system performs the gear-shifting at the most appropriate rotation
speed, so as to reduce the abrasion of the gear-shifting
device.
[0115] According to the features of the present invention,
according to the running state of the vehicle, for example, the
optimal power is determined according to the rotation speed and
torque of the engine 100, and the engine and the traction motor are
engaged or disengaged through the automatic-switching clutch. The
engine operates only in the highest efficiency range of the
operation efficiency curve of the engine, and the traction motor
operates only in the highest efficiency range of the operation
efficiency curve of the traction motor, so as to optimize the
application efficiency of the power.
[0116] Since the motor and the control technique become mature, the
hybrid power system of the present invention can be used in the
development of vehicles having the advantages of power saving, low
pollution, enhanced output, and better manipulation.
The Second Embodiment
[0117] The first embodiment takes the hybrid vehicle as an example.
However, it can be known from the spirit of the present invention
that the hybrid power system can be applied to different
transportation tools and objects using power.
[0118] FIG. 13 is a schematic block diagram of a hybrid power
system of a preferred embodiment of the present invention and an
object requiring power.
[0119] The blocks enclosed by the dash line is the hybrid power
system. In view of different objects requiring power, it is only
needed to replace the tire set by the object using power. The same
numerals are used to indicate the same elements appearing in
different arrangement examples, so the details will be omitted.
[0120] According to the features of the present invention, the
dual-motor control is used to make the automatic manual
transmission system to change speed more smoothly, so as to improve
the power transmission efficiency of the automatic manual
transmission system.
[0121] According to the features of the present invention, since
the rotation speed of the starter generator motor and the traction
motor can be accurately controlled instantly, the transmission
system performs the gear-shifting at the most appropriate rotation
speed, so as to reduce the abrasion of the gear-shifting
device.
[0122] According to the features of the present invention,
according to the operation state of the hybrid power system, for
example, the optimal power is determined according to the rotation
speed and torque of the engine, and the engine and the traction
motor are engaged or disengaged through the automatic-switching
clutch. The engine operates in the highest efficiency range of the
operation efficiency curve of the engine, and the traction motor
operates only in the highest efficiency range of the operation
efficiency curve of the traction motor, so as to optimize the
application efficiency of the power.
[0123] According to the features of the present invention, when the
automatic manual transmission system having multiple gear positions
is used, the automatic manual transmission system changes between
different gear positions to operate according to the changes of the
operating state of the hybrid power system.
[0124] Though the present invention has been disclosed above by the
preferred embodiments, they are not intended to limit the present
invention. Anybody skilled in the art can make some modifications
and variations without departing from the spirit and scope of the
present invention. Therefore, the protecting range of the present
invention falls in the appended claims and their equivalents.
* * * * *