U.S. patent application number 13/752404 was filed with the patent office on 2014-04-03 for electric hybrid drive for retrofitting to internal combustion automobiles.
The applicant listed for this patent is David Crecelius, Peter Fischer, Jeff Ronning, Sean Stanley. Invention is credited to David Crecelius, Peter Fischer, Jeff Ronning, Sean Stanley.
Application Number | 20140095002 13/752404 |
Document ID | / |
Family ID | 50385951 |
Filed Date | 2014-04-03 |
United States Patent
Application |
20140095002 |
Kind Code |
A1 |
Crecelius; David ; et
al. |
April 3, 2014 |
Electric Hybrid Drive for Retrofitting to Internal Combustion
Automobiles
Abstract
The subject invention is directed to a class of electric hybrid
drives that can be retrofit easily to cars and trucks to reduce
transportation costs. Certain embodiments include mechanisms for
attachment to an existing powertrain, regenerative braking,
on-the-road optimization of transportation costs depending on road
and route conditions, or an operational mode in which motive power
for a vehicle is solely derived from electric energy stored in a
battery.
Inventors: |
Crecelius; David; (Fishers,
IN) ; Fischer; Peter; (Indianapolis, IN) ;
Ronning; Jeff; (Noblesville, IN) ; Stanley; Sean;
(Huntington, IN) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Crecelius; David
Fischer; Peter
Ronning; Jeff
Stanley; Sean |
Fishers
Indianapolis
Noblesville
Huntington |
IN
IN
IN
IN |
US
US
US
US |
|
|
Family ID: |
50385951 |
Appl. No.: |
13/752404 |
Filed: |
January 29, 2013 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
61709302 |
Oct 3, 2012 |
|
|
|
Current U.S.
Class: |
701/22 ;
180/65.22; 903/902 |
Current CPC
Class: |
B60Y 2304/076 20130101;
Y10S 903/93 20130101; B60K 6/40 20130101; B60W 10/06 20130101; Y02T
10/626 20130101; B60K 6/42 20130101; Y02T 10/62 20130101; B60K
2006/4808 20130101; Y10S 903/951 20130101; B60W 20/10 20130101;
B60W 10/08 20130101 |
Class at
Publication: |
701/22 ;
180/65.22; 903/902 |
International
Class: |
B60K 6/40 20060101
B60K006/40 |
Claims
1. An electric hybrid drive for retrofitting to internal combustion
automobiles that include an internal combustion engine, a
transmission with a transmission case and a transmission output
shaft, comprising: a) a rotary electric motor/generator comprising
a driven rotating shaft pierced coaxially along the axis of
rotation of the driven rotating shaft, said pierced shaft having a
sufficiently large aperture for the transmission output shaft to
pass through, and at least one of a rotary position sensor or a
tachometric sensor; b) means for mounting the motor/generator so
that the driven rotating shaft is coaxial with the transmission
output shaft, and so that the motor/generator is substantially
fixed with respect to the transmission case; c) means for
transferring torque between the driven rotating shaft and the
transmission output shaft; d) a slip yoke bearing; e) a
rechargeable battery pack comprising means to provide battery
electric power output, and further comprising means to accept
charging electric power input; f) an electric power converter
functionally connected to the rechargeable battery pack and the
motor/generator, comprising motor driving circuitry that converts
battery electric power output from the rechargeable battery pack
into motor electric power input for the rotary electric
motor/generator; g) additional sensors that produce sensor data
describing the current operating condition of the drive; and, h) a
drive controller that acquires all sensor data and from that
generates and sends control signals to the other components of the
electric hybrid drive.
2. The drive of claim 1, wherein the electric power converter
further comprises battery charging circuitry that converts
generated electric power output from the motor/generator into
charging electric power input for the rechargeable battery
pack.
3. The drive of claim 1, wherein the means for transferring torque
between the driven rotating shaft and the transmission output shaft
comprises a set of planetary gears.
4. The drive of claim 1, wherein the means for transferring torque
between the driven rotating shaft and the transmission output shaft
comprises a direct-drive coupling.
5. The drive of claim 1, wherein the aperture of the driven
rotating shaft defines an inner cylindrical surface thereon.
6. The drive of claim 5 in the case when the transmission output
shaft is a splined transmission output shaft, wherein the inner
cylindrical surface of the driven rotating shaft further comprises
internal splines disposed thereon so that the internal splines mesh
with the splines on the transmission output shaft.
7. The drive of claim 1, wherein the means for transferring torque
between the driven rotating shaft and the transmission output shaft
comprise a transfer shaft that substantially prevents relative
rotation of the driven rotating shaft and the transmission output
shaft.
8. The drive of claim 5, wherein the transfer shaft comprises a
cylindrical transfer tube having external splines which mesh with
the internal splines disposed on the driven rotating shaft.
9. The drive of claim 8 in the case when the transmission output
shaft is a splined transmission output shaft, wherein the
cylindrical transfer tube further comprises internal splines which
mesh with the splines on the transmission output shaft.
10. The drive of claim 1, further comprising a cooling system
comprising a cooling fluid, wherein the purpose of said system
includes the cooling of the rotary electric motor/generator.
11. The drive of claim 10, wherein the cooling fluid comprises at
least one fluid selected from the group consisting of water,
ethylene glycol, oil, and automatic transmission fluid.
12. The drive of claim 10, wherein the cooling system further
includes means to lubricate the slip yoke bearing with the cooling
fluid.
13. The drive of claim 1, wherein the means for mounting the
motor/generator comprises a motor/generator housing attached to the
transmission case.
14. The drive of claim 13, wherein the motor/generator housing
comprises an adapter element bolted onto the transmission case.
15. The drive of claim 1, wherein the means for mounting the
motor/generator comprises a cross-member mount functionally
attached to the motor/generator housing.
16. The drive of claim 10, wherein the means for mounting the
motor/generator comprises a motor/generator housing attached to the
transmission case.
17. The drive of claim 16, wherein said motor/generator housing
comprises said means to lubricate the slip yoke bearing with the
cooling fluid.
18. The drive of claim 17, wherein said means to lubricate
comprises a buried lubrication channel within the motor/generator
housing.
19. The drive of claim 1, wherein the rotary electric
motor/generator is a direct current motor.
20. The drive of claim 1, wherein the rotary electric
motor/generator is an alternating current motor.
21. The drive of claim 1, wherein the rotary electric
motor/generator is selected from the group consisting of permanent
magnet motors, induction motors, switched reluctance motors,
brushed direct current motors, wound field synchronous motors, and
synchronous reluctance motors.
22. The drive of claim 1, wherein the rechargeable battery pack
comprises rechargeable batteries.
23. The drive of claim 22, wherein the rechargeable batteries are
collected into at least one battery module.
24. The drive of claim 1, wherein the rechargeable battery pack
further comprises a battery management system.
25. The drive of claim 24, wherein the battery management system
comprises a power conditioning interface.
26. The drive of claim 1, further comprising a line battery charger
generating charging electrical power input from an external
electrical source.
27. The drive of claim 1, further comprising a site power inverter
that converts battery electric power output into mains power.
28. The drive of claim 1, wherein the sensors include at least one
sensor chosen from the group consisting of voltage sensors, current
sensors, temperature sensors, fuel rate sensors, automobile speed
sensors, and operator input sensors.
29. The drive of claim 2, wherein the electric power converter
further comprises a regenerative braking mode.
30. The drive of claim 29, wherein the drive controller comprises
at least one user control element allowing a user of the drive to
control the braking profile of regenerative braking of the
retrofitted internal combustion automobile.
31. The drive of claim 1, wherein the drive controller comprises at
least one user control element allowing a user of the drive to
control the relative proportions of torque transferred to the
transmission output shaft from the rotary electric motor/generator
and from the internal combustion engine.
32. The drive of claim 1 in the case where the transmission is an
automatic transmission.
33. The drive of claim 1 in the case where the transmission is a
manual transmission.
34. An electric hybrid drive for retrofitting to a motor-powered
conveyance, said conveyance comprising a motor output shaft, the
claimed invention further comprising: a) a rotary electric
motor/generator comprising a driven rotating shaft pierced
coaxially along the axis of rotation of the driven rotating shaft,
said pierced shaft having a sufficiently large aperture for the
motor output shaft to pass through, and at least one of a rotary
position sensor or a tachometric sensor; b) means for mounting the
motor/generator so that the driven rotating shaft is coaxial with
the motor output shaft; c) means for transferring torque between
the driven rotating shaft and the motor output shaft; d) a
rechargeable battery pack comprising means to provide battery
electric power output, and further comprising means to accept
charging electric power input; e) an electric power converter
functionally connected to the rechargeable battery pack and the
motor/generator, comprising motor driving circuitry that converts
battery electric power output from the rechargeable battery pack
into motor electric power input for the rotary electric
motor/generator; f) additional sensors that produce sensor data
describing the current operating condition of the drive; and, g) a
drive controller that acquires all sensor data and from that
generates and sends control signals to the other components of the
electric hybrid drive.
Description
[0001] This application is entitled to the priority date of Oct. 3,
2012 for all material previously included in Provisional
Application 61/709,302 for Crecelius et al. The material in this
provisional application is also hereby included by reference in the
instant application.
CROSS-REFERENCE TO RELATED APPLICATIONS
[0002] Not Applicable
STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT
[0003] Not Applicable
REFERENCE TO SEQUENCE LISTING, A TABLE, OR A COMPUTER PROGRAM
LISTING COMPACT DISK APPENDIX
[0004] Not Applicable
BACKGROUND OF THE INVENTION
[0005] The present disclosure relates generally to the technical
field of hybrid electric vehicle systems. More specifically, it
relates to electric hybrid drives for retrofitting a rotary
electric motor/generator with or without regenerative braking
capability to an existing internal combustion automotive vehicle.
Still more specifically, it relates to the mechanical interface of
an electric rotary electric motor/generator to the existing
driveline of an existing internal combustion automotive
vehicle.
[0006] Rising global fuel prices have improved business prospects
for manufacturers of fuel-saving systems. In particular, fleet
operators often use their internal combustion automotive vehicles
for purposes (e.g., urban delivery) which greatly reduce their
average fuel efficiency. Existing vehicles waste substantial fuel
when they decelerate using friction brakes, and when operating the
engine under conditions which lead to low efficiency. Existing
vehicles are also limited to gasoline or diesel operation, which
prevents operators from choosing the best alternative between
alternate power sources for particular driving conditions. There is
thus a need for an efficient, inexpensive, and flexible electric
hybrid drive which can be retrofit to internal combustion vehicles
to improve fleet operational costs.
[0007] The subject invention was developed to reduce transportation
costs primarily for fleet operators, and to do so in a manner in
which initial costs can be quickly repaid through savings.
Objectives in the invention were to simplify installation of the
electric hybrid drive onto existing vehicles, to design as simple
and robust an electric hybrid drive as possible, and to enable a
vehicle equipped with the subject invention to have a regenerative
braking capacity--to slow the vehicle using the motor/generator to
charge an on-board battery. The invention further allows
optimization of engine operating conditions that increases overall
efficiency. Also, the invention in certain embodiments allows a
vehicle to be propelled using solely the stored energy of its
on-board battery.
SUMMARY OF INVENTION
[0008] The subject invention is directed to a class of electric
hybrid drives that can be retrofit easily to cars and trucks to
reduce transportation costs. Certain embodiments include mechanisms
for attachment to an existing powertrain, regenerative braking,
on-the-road optimization of transportation costs depending on road
and route conditions, or an operational mode in which motive power
for a vehicle is solely derived from electric energy stored in a
battery. Combinations of these embodiments are included in the
subject invention, as are embodiments which exclude certain of the
above features.
[0009] Certain aspects of the subject invention are set forth
below. It should be understood that the aspects shown and discussed
are not intended to limit or exhaust the scope of the
invention.
BRIEF DESCRIPTION OF THE DRAWING
[0010] FIG. 1 shows a side view of an automotive powertrain fitted
with an embodiment of the instant invention.
[0011] FIG. 2 shows a schematic view of the operational system of
an embodiment of the instant invention.
[0012] FIG. 3 shows an exploded view of an implementation of the
electric hybrid drive.
[0013] FIG. 4a shows an end view of transfer shaft 301 according to
an implementation of the instant invention.
[0014] FIG. 4b shows a side view of transfer shaft 301 according to
an implementation of the instant invention.
[0015] FIG. 5 shows an internal lubrication channel directing
cooling fluid to the slip yoke bearing.
DETAILED DESCRIPTION OF THE INVENTION
[0016] FIG. 1 shows the powertrain of an automotive vehicle
converted into a retrofit electric hybrid vehicle according to a
particular implementation of the present invention. An electric
hybrid drive 100 is shown substituted for the extension housing of
transmission 102. Slip yoke 101 engages output shaft 400 (of FIG.
4a) of transmission 102. Motor/generator housing 103 comprises
adapter element 104, housing element 105, and motor/generator
housing cover 106. Slip yoke seal 107 prevents leakage of
transmission fluid around slip yoke 101.
[0017] In preferred embodiments, any or all of slip yoke 101, slip
yoke seal 107, universal joint 108, and propeller shaft 110 can be
those elements original with the automotive vehicle. They can be
reused without modification or with modification. However, a
different embodiment can comprise any or all of a new slip yoke, a
new slip yoke seal, a new universal joint, and a new propeller
shaft.
[0018] A cross-member mount 109 that in some embodiments will
assist in anchoring motor/generator housing 103 to the existing
drivetrain is also shown. In the embodiment shown, the electric
hybrid drive and the existing transmission output shaft
automatically rotate together at the same rotational velocity to
provide power and torque to propeller shaft 110.
[0019] FIG. 2 shows an electric hybrid drive schematic of a
particular embodiment of the present invention 20 is an automotive
vehicle in which the present invention has been installed. OEM
elements of the original automotive vehicle kept in the
installation comprise engine 200, automatic transmission 201,
transmission control module 202, engine control module 203 and
front end accessory drive 204. Add-on elements added to the
original automotive vehicle comprise rotary electric
motor/generator 210, electric power converter 211, drive controller
212, and battery pack 220.
[0020] In some embodiments of the electric hybrid drive, it will be
beneficial to add an alternator onto the accessory drive of the
engine, to provide alternator electric power output to aid in
charging battery pack 220.
[0021] Rotary electric motor/generator 210 is mounted coaxially to
output shaft 400 (of FIG. 4a) of automatic transmission 201. The
rotary electric motor/generator is functionally connected to the
output shaft of the automatic transmission by means of a transfer
shaft 301 (FIG. 4a). In various implementations, this rotary
electric motor/generator can be powered by DC electric power or by
AC electric power. In various implementations, rotary electric
motor/generator 210 can be a permanent magnet, induction, switched
reluctance, brushed DC, wound field synchronous, synchronous
motor/generator, or another type of motor/generator with similar
characteristics. In a preferred embodiment, rotary electric
motor/generator 210 comprises a position feedback sensor, which
reports the position and/or rotational speed of the shaft of the
rotary electric motor/generator to drive controller 212. More
preferably, the position feedback sensor is integrated into rotary
electric motor/generator 210.
[0022] In a preferred embodiment, rotary electric motor/generator
210 also is able to function as an electric generator. When the
battery supplies electric power to the rotary electric
motor/generator, it supplies battery electric power output and the
rotary electric motor/generator receives motor electric power input
converted from the battery electric power output by the electric
power converter. When the rotary electric motor/generator acts as a
generator charging the battery pack, it produces generator electric
power output which is converted by the electric power converter
into charging electrical power input used to charge the battery
pack.
[0023] Particular embodiments of the operation of the electric
power converter during the process of driving the rotary electric
motor/generator as a motor include: i) the electric power converter
acting to convert the DC battery electric power output into
variable-frequency AC motor electric power input; ii) the electric
power converter acting to convert the DC battery electric power
output voltage into DC motor electric power input having a
different voltage; iii) the electric power converter acting to
convert the DC battery electric power output into pulse-width
modulated motor electric power input; and iv) when the battery
electric power output and the motor electric power input have
substantially the same voltage.
[0024] In a preferred implementation, rotary electric
motor/generator 210 can be used to convert electric power from
battery pack 220 into additional torque at the nominal rotational
speed of the output shaft of the automatic transmission, and to
convert torque as supplied by engine 200 and automatic transmission
201 into electrical power to charge the battery pack. However, a
system lacking the ability to charge the battery pack from power
supplied by engine 200 and automatic transmission 201 is still
considered within the scope of the instant invention.
[0025] Particular embodiments of the operation of the electric
power converter during the process of charging the battery pack
comprise: i) the electric power converter acting to convert
variable-frequency AC generator electric power output into charging
electric power input, and ii) the electric power converter acting
to convert DC generator electric power output voltage into charging
electric power input having a different voltage.
[0026] Drive controller 212 coordinates the operation of the
electrical hybrid drive. The coordination comprises controlling
rotary electric motor/generator 210 to supply additional torque to
the output shaft of the automatic transmission when desired. In a
preferred embodiment, additional torque is provided during
acceleration of vehicle 20.
[0027] The coordination can also comprise controlling rotary
electric motor/generator 210 to remove torque from the transmission
output shaft when desired, thereby slowing the vehicle. In a
preferred embodiment, rotary electric motor/generator 210 charges
battery pack 220 at least during braking of vehicle 20, providing
thereby the capacity of regenerative braking. Regenerative braking
can be applied with various braking profiles, e.g., immediate full
braking, a gentle initial application growing to a desired level,
moderate braking at all speeds, and so on. In various
implementations, the instant drive comprises at least one user
control element allowing a user to control the braking profile of
the drive.
[0028] The drive controller can also comprise at least one user
control element controlling a drive characteristic, e.g., fast
starts using the full torque of the rotary electric
motor/generator, gentle starts followed by gradually increasing
additions of torque from the rotary electrical motor/generator, and
so on.
[0029] The drive controller comprises a communications network to
communicate data and control instructions between the various
components of an electric hybrid drive. The communications network
can comprise the controller area network of the original automotive
vehicle for communication of data and control instructions, a
dedicated electrical hybrid drive communications network, or a
combination of the two. The communications network can also
comprise means for providing user commands and settings.
[0030] The drive controller comprises a digital, analog, or hybrid
computer programmed so as to accept electric hybrid drive data and
issue electric hybrid drive control instructions in such a manner
to operate the electric hybrid drive. In a particular embodiment,
the drive controller semi-automatically determines control
instructions based at least on the current state of the electric
hybrid drive and on operator inputs. In another embodiment, the
drive controller automatically determines control instructions
based at least on the current state of the electric hybrid drive
and the conventional driving controls of vehicle 20.
[0031] Rechargeable battery pack 220 comprises battery modules 221
and battery management system 222. Battery modules 221 comprise
rechargeable electric batteries suited to the desired performance
of the electric hybrid drive. Additional considerations, such as
the ratio of low-speed operation to high-speed operation, or city
center versus suburban versus rural operations, may also inform the
choice of the storage capacity of battery modules 221.
[0032] Battery modules 221 can beneficially comprise more than one
type of battery. For example, for some applications a combination
of high-power batteries and high-capacity batteries may provide
better system capabilities than modules built from only one type of
battery.
[0033] Battery management system 222 provides a power conditioning
interface between battery modules 221 and electrical inputs to and
outputs from those modules. For example, some batteries have
extended lifespan if charged using pulsed current rather than
continuous current. Others charge best if the amount of charging
current is above, below, or in the vicinity of a given set point.
Similarly, most batteries charge most effectively if the charging
voltage is maintained between a minimum and a maximum charging
voltage. In many cases, the rate at which energy is drained from a
battery must be limited to maintain, e.g., proper battery
temperature.
[0034] Battery management system 222 can comprise any of these
functions, as well as others that may be required to effectively
use a particular type of batteries in the battery modules. Battery
management system 222 can beneficially comprise sensors to monitor
the condition (e.g., voltage, current, temperature, etc.) of the
battery modules 221 and/or of the individual batteries contained by
the battery modules.
[0035] The electric hybrid drive can also comprise a line battery
charger 223, thereby enabling charging of battery modules 221 from
an external source of electricity. This converts vehicle 20 into a
plug-in hybrid, with the capability of beginning a route with fully
charged battery modules. This capability would be useful for
improving mileage over a long-distance route comprising lots of
highway driving, or a route that includes lots of uphill driving
early on.
[0036] The electric hybrid drive can also comprise a site power
inverter 224, providing a source of AC power converted from energy
stored in the battery pack at a work site without requiring that
engine 200 be running. It is common for fleet vehicles to be driven
to a work site and largely parked during a working period. In many
remote locations, having a clean and silent source of electricity
for tools is a desirable capability which can be served by site
power inverter 224.
[0037] FIG. 3 shows details of an electric hybrid drive 100
according to a preferred embodiment of the instant invention.
Adapter element 104, housing element 105, and motor/generator
housing element 106 of motor/generator housing 103 appear in an
exploded view, but in the same relationship as in FIG. 1. Rotary
electric motor/generator 210 in the implementation illustrated in
FIG. 3 is a coaxial rotary electric motor/generator having a driven
rotating shaft 302 with a coaxial cylindrical aperture having
splines disposed along the inner surface of said aperture.
[0038] The driven rotating shaft 302 of rotary electric
motor/generator 210 is functionally coupled to the output shaft 400
of the automatic transmission by transfer shaft 301. Shown in
detail in FIG. 4, transfer shaft 301 in this implementation
comprises a hollow cylinder comprising inner grooves disposed on
the inside surface of the shaft so as to couple with a set of
splines on the output shaft of the automatic transmission. Transfer
shaft 301 further comprises outer grooves disposed on the external
surface of the shaft so as to couple with the splines on the hollow
output shaft 302 of rotary electric motor/generator 210. The net
effect is that, when assembled, the output shaft of the automatic
transmission and the driven rotating shaft 302 are locked together
in rotation. In another embodiment of the instant invention, the
driven rotating shaft 302 of rotary electric motor/generator 210
meshes properly with the transmission output shaft 400 of the
automatic transmission so that no transfer shaft is required. It
will be clear to one skilled in the art that the means for
transferring torque can include a coaxial speed matcher, such as a
set of planetary gears. A variety of direct-drive couplings are
also well suited for transferring torque between the driven
rotating shaft and the transmission output shaft
[0039] In a particular embodiment, rotary electric motor/generator
210 requires liquid cooling. For this purpose cooling fluid
fittings 303 circulate automatic transmission fluid through the
rotary electric motor/generator. The level of the cooling fluid can
be monitored visually through cooling fluid viewport 307. Coolant
access port 304 provides access to the motor/generator coolant.
[0040] In a preferred embodiment, the original slip yoke 101 of the
automotive vehicle 20 is used in the retrofit electric hybrid
vehicle. The original bearing supporting the slip yoke, however, is
typically removed along with the extension housing of the
transmission 102. The original bearing supporting the slip yoke is
replaced by slip yoke bearing 305, which is then sealed around the
original slip yoke by slip yoke seal 306.
[0041] FIGS. 4a and 4b show details of transfer shaft 301. The
transfer shaft 301 rotationally couples hollow output shaft 302 of
rotary electric motor/generator 210 to output shaft 400 of the
automatic transmission so that all three elements rotate together.
In a particular embodiment, this is accomplished by providing
transfer shaft 301 with internal splines 401 and external splines
402 that mesh, respectively, with transmission output shaft splines
403 and rotating shaft splines 404. The shape of the internal
splines 401 and the external splines 402 are chosen to function
properly within a particular embodiment of the instant
invention.
[0042] Lubrication for the slip yoke bearing 305 is originally
provided from the internal structure of the automatic transmission
102 by any of a number of designs, e.g., a splash-lube system. In
some embodiments of the instant invention, this source of
lubrication may be blocked by rotary electric motor/generator 210
and its housing. In a particular embodiment of the instant
invention, the automatic transmission fluid used for cooling rotary
electric motor/generator 210 is also directed to slip yoke bearing
305 for purposes of lubrication. In a further embodiment as
illustrated in FIG. 5, the automatic transmission fluid is routed
from the cooling fluid fittings 303 through an internal lubrication
channel 501 within housing element 105 and motor/generator housing
cover 106 to slip yoke bearing 305.
[0043] While the foregoing written description of the invention
enables one of ordinary skill to make and use what is considered to
be the best mode thereof, those of ordinary skill will also
understand and appreciate the existence of variations,
combinations, and equivalents of the specific embodiment, method,
and examples herein. The invention is therefore not intended to be
limited by the above described embodiments, methods, and examples,
but by all embodiments and methods within the scope and spirit of
the invention as claimed below.
* * * * *