U.S. patent application number 14/640818 was filed with the patent office on 2015-06-25 for hybrid vehicle drive system and method and idle reduction system and method.
This patent application is currently assigned to ODYNE SYSTEMS, LLC. The applicant listed for this patent is Odyne Systems, LLC. Invention is credited to Joseph Mario Ambrosio, Joseph Thomas Dalum.
Application Number | 20150175152 14/640818 |
Document ID | / |
Family ID | 46637008 |
Filed Date | 2015-06-25 |
United States Patent
Application |
20150175152 |
Kind Code |
A1 |
Dalum; Joseph Thomas ; et
al. |
June 25, 2015 |
HYBRID VEHICLE DRIVE SYSTEM AND METHOD AND IDLE REDUCTION SYSTEM
AND METHOD
Abstract
One embodiment relates to a hybrid vehicle drive system for a
vehicle including a first prime mover, a first prime mover driven
transmission, a rechargeable power source, and a PTO. The hybrid
vehicle drive system can include a control system for reducing or
eliminating regenerative braking during a traction control or
anti-lock braking event.
Inventors: |
Dalum; Joseph Thomas;
(Delafield, WI) ; Ambrosio; Joseph Mario;
(Smithtown, NY) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Odyne Systems, LLC |
Waukesha |
WI |
US |
|
|
Assignee: |
ODYNE SYSTEMS, LLC
Waukesha
WI
|
Family ID: |
46637008 |
Appl. No.: |
14/640818 |
Filed: |
March 6, 2015 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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13397561 |
Feb 15, 2012 |
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14640818 |
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12130888 |
May 30, 2008 |
8978798 |
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13397561 |
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12217407 |
Jul 3, 2008 |
8818588 |
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13397561 |
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60979755 |
Oct 12, 2007 |
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61014406 |
Dec 17, 2007 |
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60959181 |
Jul 12, 2007 |
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61126118 |
May 1, 2008 |
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Current U.S.
Class: |
477/3 ;
180/65.265; 477/9; 903/930 |
Current CPC
Class: |
B60L 1/00 20130101; Y04S
30/14 20130101; Y02T 10/70 20130101; B60K 6/12 20130101; B60L
53/665 20190201; B60W 10/02 20130101; B60L 53/14 20190201; B60L
58/16 20190201; B60W 10/06 20130101; Y02T 10/7072 20130101; B60L
7/14 20130101; B60W 20/14 20160101; B60W 20/10 20130101; Y02E 60/00
20130101; B60L 53/64 20190201; B60L 58/22 20190201; B60W 30/20
20130101; Y02T 90/14 20130101; B60L 2210/10 20130101; B60L 58/20
20190201; Y10S 903/93 20130101; B60W 30/18172 20130101; B60L 1/02
20130101; B60W 20/00 20130101; B60L 1/003 20130101; Y04S 10/126
20130101; B60W 10/24 20130101; Y02T 90/12 20130101; B60L 53/63
20190201; Y02T 10/72 20130101; B60W 10/196 20130101; Y02T 10/62
20130101; B60W 10/08 20130101; B60L 2240/445 20130101; B60L 2210/40
20130101; B60L 1/006 20130101; B60W 10/30 20130101; Y10T 477/23
20150115; B60L 53/80 20190201; B60K 6/48 20130101; B60K 17/28
20130101; Y02T 90/167 20130101; Y10T 477/322 20150115; B60L 58/27
20190201; Y02T 90/16 20130101; B60K 25/00 20130101; B60L 50/16
20190201; B60L 55/00 20190201; B60L 58/26 20190201; B60L 50/40
20190201; B60W 20/40 20130101; B60L 2240/545 20130101; B60W 30/19
20130101; B60Y 2200/14 20130101 |
International
Class: |
B60W 20/00 20060101
B60W020/00; B60W 30/20 20060101 B60W030/20; B60W 30/19 20060101
B60W030/19; B60W 10/24 20060101 B60W010/24; B60W 10/06 20060101
B60W010/06; B60W 10/08 20060101 B60W010/08; B60W 10/196 20060101
B60W010/196; B60W 30/18 20060101 B60W030/18; B60W 10/02 20060101
B60W010/02 |
Claims
1. A vehicle drive system for a vehicle including a first prime
mover, a first prime mover driven transmission, a rechargeable
energy source, and a PTO, the vehicle drive system comprising: a
hydraulic pump; and an electric motor configured to be in
mechanical communication with the PTO and the hydraulic pump and
electrical communication with the rechargeable energy source,
wherein the electric motor is configured to receive power from the
first prime mover driven transmission through the PTO, wherein the
hydraulic pump is configured to receive power from the electric
motor when the electric motor rotates, the electric motor being
configured to use power from the rechargeable power source or from
the prime mover driven transmission through the PTO to rotate,
wherein electric motor is configured to provide power to the
rechargeable energy source when rotated by the prime mover driven
transmission through the PTO; and a control system in electrical
communication with the electric motor, the control system being
configured to eliminate or reduce regenerative braking in response
to an antilock or traction control event.
2. The vehicle drive system of claim 1, further comprising a clutch
disposed between the electric motor and the PTO wherein the clutch
is engaged in response to the antilock or fraction control
event.
3. The vehicle drive system of claim 1, wherein the hydraulic pump
can both provide power to the electric motor and to the prime mover
driven transmission and receive power from the prime mover driven
transmission through the PTO.
4. The vehicle drive system of claim 1, wherein the electric motor
is driven by the PTO to charge the rechargeable power source while
driving the hydraulic pump.
5. The vehicle drive system of claim 1, wherein the control system
provides a dampening function to reduce vibration and gear backlash
in the PTO, the control system electronically monitoring velocity
of the electric motor and adjusting velocity according to the
dampening function.
6. The vehicle drive system of claim 1, further comprising a
through shaft coupling the electric motor and hydraulic pump, the
through shaft being disposed through the hydraulic pump.
7. The vehicle drive system of claim 1, wherein the electric motor
is attached to an end shaft of the electric motor.
8. A method of operating a hybrid vehicle drive system comprising a
prime mover, a prime mover driven transmission, an electric motor,
a PTO operable to transfer power between the prime mover driven
transmission and the electric motor, an energy source operable to
provide power to or receive power from the electric motor, the
method comprising: providing power from the PTO to an electric
motor to charge the energy source; and reducing or eliminating the
power provided from the PTO to the electric motor in response to an
antilock or traction control event.
9. The method of claim 8, further comprising: providing power from
the electric motor to a hydraulic pump, the electric motor being
driven using power from the energy source.
10. The method of claim 8, further comprising: engaging or
disengaging the PTO from the prime mover driven transmission when
portions of the hybrid vehicle drive system other than the prime
mover are not required or can be damaged by a connection to the
first prime mover.
11. The method of claim 8, further comprising operating the first
prime mover to simultaneously provide power to the drive shaft and
the electric motor through the prime mover driven transmission.
12. The method of claim 8, further comprising: connecting the PTO
to a torque converter in the transmission.
13. The method of claim 8, further comprising: reducing vibration
when switching between powering with the electric motor and the
prime mover by electronically monitoring velocity of the electric
motor and adjusting velocity according to a dampening function.
14. The vehicle drive system of claim 8, further comprising
disconnecting the prime mover during steady state highway use.
15. The vehicle drive system of claim 8, further comprising
recharging the energy source using any of: the prime mover, an
electrical grid, an auxiliary power source, or regenerative
braking.
16. A hybrid vehicle drive system for use with a first prime mover
and a first transmission driven by the first prime mover, the
system comprising: an electric motor coupled to a rechargeable
energy source; a PTO, wherein the first prime mover is configured
to provide power through the first transmission to the PTO to
operate the electric motor; and a control system configured to
reduce or eliminate charging of the rechargeable energy source
during an antilock or traction control event.
17. The system according to claim 16, wherein the control system is
configured to allow the rechargeable energy source to be charged to
a first level when grid charging is available and to a second level
when grid charging is not available, the second level being more
than the first level.
18. The system according to claim 16, wherein the control system is
configured to monitor the torque of the first prime mover and the
torque from the electric motor to ensure that a turbine torque
limit of the first transmission is not exceeded.
19. The system according to claim 16, wherein the electronic
control system is coupled an OEM vehicle data bus and receives an
indication of the tracking control or anti-lock braking event via
the vehicle data bus.
20. The system according to claim 16, wherein the control system
receives a shift notice signal of a shifting event associated with
the transmission and increases or decreases power to the electric
motor in response to the shift notice signal for smoother shifting.
Description
CROSS-REFERENCES TO RELATED APPLICATIONS
[0001] The present application claims the benefit of and priority
to and is also a continuation of U.S. application Ser. No.
13/397,561 filed on Feb. 15, 2012 (096637-0141) which is
incorporated herein by reference in its entirety, which is a
continuation-in-part of U.S. application Ser. No. 12/130,888 filed
on May 30, 2008 (096637-0106) which is incorporated herein by
reference in its entirety and claims the benefit of and priority to
U.S. Provisional Application Ser. No. 60/979,755 filed Oct. 12,
2007 (096637-0103), which is incorporated herein by reference in
its entirety, and U.S. Provisional Application Ser. No. 61/014,406
filed Dec. 17, 2007 (096637-0104) which is incorporated herein by
reference in its entirety, and which is also a continuation-in-part
of U.S. application Ser. No. 12/217,407 filed on Jul. 3, 2008
(096637-0115), which is incorporated herein by reference in its
entirety, and claims the benefit of and priority to U.S.
Provisional Application Ser. No. 60/959,181 filed Jul. 12, 2007
(INV-79701/US1/X) which is incorporated herein by reference in its
entirety and U.S. Provisional Application Ser. No. 61/126,118,
filed May 1, 2008 (096637-0120), which is incorporated herein by
reference in its entirety.
BACKGROUND OF THE INVENTION
[0002] The present disclosure relates to vehicle drive systems.
More particularly, the present disclosure relates to hybrid vehicle
drive systems employing electric and hydraulic components.
[0003] Hybrid vehicle drive systems commonly employ at least two
prime movers arranged in different configurations relative to a
transmission. One known configuration is found in so-called
"series-parallel" hybrids. "Series-parallel" hybrids are arranged
such that multiple prime movers can power the drive shaft alone or
in conjunction with one another.
[0004] In one known hybrid vehicle drive system, a first and second
prime mover (e.g., an internal combustion engine and an electric
motor/generator) are arranged in a parallel configuration and used
to provide power to a drive shaft and a power take-off (PTO) shaft
through a transmission. PTO shafts are generally used to drive
auxiliary systems, accessories, or other machinery (e.g., pumps,
mixers, barrels, winches, blowers, etc.). One limitation of this
system is that the second prime mover is typically positioned
between the first prime mover and the transmission, creating the
need to reposition existing drive train components.
[0005] Hybrid systems used in larger trucks, greater than class 4,
have typically utilized two basic design configurations--a series
design or a parallel design. Series design configurations typically
use an internal combustion engine (heat engine) or fuel cell with a
generator to produce electricity for both the battery pack and the
electric motor. There is typically no direct mechanical power
connection between the internal combustion engine or fuel cell
(hybrid power unit) and the wheels in an electric series design.
Series design hybrids often have the benefit of having a no-idle
system, including an engine-driven generator that enables optimum
performance, lacking a transmission (on some models), and
accommodating a variety of options for mounting the engine and
other components. However, series design hybrids also generally
include a larger, heavier battery; have a greater demand on the
engine to maintain the battery charge; and include inefficiencies
due to the multiple energy conversions. Parallel design
configurations have a direct mechanical connection between the
internal combustion engine or fuel cell (hybrid power unit) and the
wheels in addition to an electric or hydraulic motor to drive the
wheels. Parallel design hybrids have the benefit of being capable
of increased power due to simultaneous use of the engine and
electric motor, having a smaller engine with improved fuel economy
while avoiding compromised acceleration power, and increasing
efficiency by having minimal reduction or conversion of power when
the internal combustion engine is directly coupled to the
driveshaft. However, parallel design hybrids typically lack a
no-idle system and may have non-optimal engine operation (e.g., low
rpm or high transient loads) under certain circumstances. Existing
systems on trucks of Class 4 or higher have traditionally not had a
system that combines the benefits of a series system and a parallel
system.
[0006] Therefore, a need exists for a hybrid vehicle drive system
and method of operating a hybrid vehicle drive system that allows a
drive shaft to receive power from at least three components. There
is also a need for a hybrid vehicle drive system that allows for
the prevention of friction and wear by disengaging unused
components. There is a further need for a hybrid vehicle drive
system that uses regenerative braking to store energy in at least
two rechargeable energy sources. Still further, there is a need for
a PTO-based hybrid system. Further still, there is a need for a
hybrid system optimized for use with a hydraulic system of the
vehicle.
[0007] The need for engine idle reduction systems and methods also
exists. Sophisticated power train control systems and power
management systems required for the operation of a hybrid vehicle
drive system can add cost and complexity. Therefore there is a need
for an idle reduction system that allows equipment to be powered by
one pump. There is also a need for a system that allows for quick
recharging from three sources (vehicle engine, external power grid,
APU). There is also a need for a system that can provide power to
the equipment from two sources simultaneously (vehicle engine and
electric motor) during periods when equipment power requirements
exceed the output of only an electric motor driven pump.
[0008] There is a further need for a series/parallel design in
which the system can operate using either series or parallel
configurations depending upon which is most advantageous given
operating requirements.
SUMMARY
[0009] One embodiment relates to a hybrid vehicle drive system for
a vehicle including a first prime mover, a first prime mover driven
transmission, a rechargeable power source, and a PTO. The hybrid
vehicle drive system further includes a hydraulic motor in direct
or indirect mechanical communication with the PTO and an electric
motor in direct or indirect mechanical communication with the
hydraulic motor. The electric motor can provide power to the prime
mover driven transmission and receive power from the prime mover
driven transmission through the PTO. The hydraulic motor can
receive power from the electric motor which is powered by the
rechargeable power source.
[0010] Another embodiment relates to a hybrid vehicle drive system
for a vehicle including a first prime mover, a first prime mover
driven transmission, a rechargeable power source, and a PTO. The
hybrid vehicle drive system further includes a hydraulic motor in
direct or indirect mechanical communication with the PTO and an
electric motor in direct or indirect mechanical communication with
the hydraulic motor. The electric motor can provide power to the
prime mover driven transmission and receive power from the prime
mover driven transmission through the PTO. The hydraulic motor can
provide power to the prime mover driven transmission and receive
power from the prime mover driven transmission through the PTO.
[0011] Another embodiment relates to a hybrid vehicle drive system
for use with a first prime mover and a first transmission driven by
the first prime mover. The system includes a second prime mover
coupled to a rechargeable energy source, a component, and an
accessory configured to be coupled to the second prime mover. The
first prime mover is configured to provide power through the
transmission and the component to operate the second prime mover,
and the second prime mover is configured to provide power to the
drive shaft through the component. The accessory is configured to
operate through the operation of the second prime mover.
[0012] Yet another embodiment relates to a hydraulic system used in
a hybrid vehicle of any type. The vehicle includes a first prime
mover, a first prime mover driven transmission, a second prime
mover, a component, and a first rechargeable energy source. The
first prime mover can provide power to the second prime mover
through the transmission and the component. The second prime mover
can provide power to the vehicle's drive shaft through the
component. The first rechargeable energy source can power the
second prime mover or be recharged by the second prime mover. The
hydraulic system includes an accessory. The accessory can be
coupled to the second prime mover in such a way that the accessory
is operated through operation of the second prime mover. The
accessory can also operate the second prime mover.
[0013] Yet another embodiment relates to a method of operating a
hybrid vehicle drive system. The drive system includes a first
prime mover, a first prime mover driven transmission, a second
prime mover, a first rechargeable energy source, a component, and
an accessory. The second prime mover can affect the motion of a
drive shaft alone or in combination with the first prime mover. The
first rechargeable energy source can power or be recharged by the
second prime mover. The component transfers energy between the
transmission and the second prime mover in both directions.
Operation of the second prime mover powers the accessory, and the
accessory can also operate to power the second prime mover.
[0014] In another embodiment, a first and second electric motor are
coupled to the power source. One is indirect and with PM and one is
in with PTO, whereby the first E motor can either provide
propulsion or generate power and the second E motor can either
provide power to the PTO driven transmission or receive power for
regeneration breaking, an optional hydraulic motor can be coupled
after the second electric.
[0015] Yet another embodiment relates to a hybrid vehicle drive
system for a vehicle including a first prime mover, a first prime
mover driven transmission, a rechargeable power source, and a PTO.
The hybrid vehicle drive system further includes a first electric
motor coupled to the power source, a hydraulic motor in direct or
indirect mechanical communication with the first electric motor,
and a second electric motor in direct or indirect mechanical
communication with the PTO. The second electric motor can receive
power from the prime mover driven transmission through the PTO and
charge the power source. The hydraulic motor can receive power the
first electric motor. The second electric motor has a higher
horsepower rating than the first electric motor.
[0016] Another exemplary embodiment relates to a hybrid vehicle
drive system for a vehicle including a first prime mover, a first
prime mover driven transmission, a rechargeable power source, and a
PTO. The hybrid vehicle drive system further includes a first
electric motor and a second electric motor coupled to the power
source. The second electric motor is in direct or indirect
mechanical communication with the PTO. The first electric motor is
in direct or indirect communication with the first prime mover. The
first electric motor can either provide propulsion or generate
power and the second electric motor can either provide power to the
PTO for the transmission or receive power via regenerated braking.
An optional hydraulic motor can be coupled to the second electric
motor. According to one alternative embodiment, one of the first
and second electric motors can operate as a generator while the
other of the first and second electric motors operates as a
motor.
BRIEF DESCRIPTION OF THE DRAWINGS
[0017] Embodiments will be described with reference to the
accompanying drawings, in which:
[0018] FIG. 1 is a general block diagram of a hybrid vehicle drive
system according to a first exemplary embodiment.
[0019] FIG. 2 is a general block diagram illustrating a first
exemplary operation of the hybrid vehicle drive system illustrated
in FIG. 1.
[0020] FIG. 3 is a general block diagram illustrating a second
exemplary operation of the hybrid vehicle drive system illustrated
in FIG. 1.
[0021] FIG. 4 is a general block diagram illustrating a third
exemplary operation of the hybrid vehicle drive system illustrated
in FIG. 1.
[0022] FIG. 5 is a general block diagram illustrating a fourth
exemplary operation of the hybrid vehicle drive system illustrated
in FIG. 1.
[0023] FIG. 6 is a general block diagram illustrating a fifth
exemplary operation of the hybrid vehicle drive system illustrated
in FIG. 1 modified to include a clutch in accordance with a second
exemplary embodiment.
[0024] FIG. 7 is a general block diagram illustrating a sixth
exemplary operation of a hybrid vehicle drive system illustrated in
FIG. 1.
[0025] FIG. 8 is a general block diagram of a of the hybrid vehicle
drive system according to a third exemplary embodiment.
[0026] FIG. 9 is a general block diagram of a hybrid vehicle drive
system illustrating the use of a second power take-off, a third
prime mover, and a second accessory component according to a fourth
exemplary embodiment.
[0027] FIG. 10 is a general block diagram of a hybrid vehicle drive
system illustrating the use of a second power take-off and a motor
according to a fifth exemplary embodiment.
[0028] FIG. 11 is a general block diagram of a hybrid vehicle drive
system illustrating the use of a second power take-off, a high
horsepower motor, and a capacitor according to a sixth exemplary
embodiment.
[0029] FIG. 12 is a general block diagram of a hybrid vehicle drive
system illustrating the use of a second accessory component, a high
horsepower motor, and a capacitor coupled to the first prime mover
according to a seventh exemplary embodiment.
[0030] FIG. 13 is a general block diagram of a hybrid vehicle drive
system including an accessory coupled to a power take-off and a
second prime mover coupled to the accessory according to an eighth
exemplary embodiment.
[0031] FIG. 14 is a general block diagram of a hybrid vehicle drive
system including a clutch between the accessory and the power
take-off according to a ninth exemplary embodiment.
[0032] FIG. 15 is a general block diagram of a hybrid vehicle drive
system that includes a clutch between the first prime mover and the
transmission according to a tenth exemplary embodiment.
[0033] FIG. 16 is a general block diagram of a hybrid vehicle drive
system including a second prime mover coupled to a PTO and an
accessory coupled to a transfer case according to an eleventh
exemplary embodiment.
[0034] FIG. 17 is a general block diagram of a fluid coupling for
connecting two exemplary elements of a hybrid vehicle drive system
according to a twelfth exemplary embodiment.
[0035] FIG. 18 is a general block diagram of a hybrid vehicle drive
system that includes a multi-input/output drive coupled to first
and second PTOs according to a thirteenth exemplary embodiment.
[0036] FIG. 19 is a general block diagram of a hybrid vehicle drive
system that does not include hydraulic drive components and
includes electric motors coupled to each of two PTOs coupled to the
first prime mover according to a fourteenth exemplary
embodiment.
[0037] FIG. 20 is a general block diagram of a hybrid vehicle drive
system that includes a smaller electric motor as a third prime
mover to power a hydraulic pump according to a fifteenth exemplary
embodiment.
[0038] FIG. 21 is a general block diagram of a hybrid vehicle drive
system that does not include hydraulic drive components and
includes electric motors coupled to each of two PTOs coupled to the
first prime mover along with an electric motor coupled to the
internal combustion engine to power on-board accessories according
to a sixteenth exemplary embodiment.
[0039] FIG. 22 is a general block diagram of a hybrid vehicle drive
system illustrated in FIG. 21 in a first exemplary series mode
operation.
[0040] FIG. 23 is a general block diagram of a hybrid vehicle drive
system illustrated in FIG. 21 in a second series mode of
operation.
[0041] FIG. 24 is a general block diagram of a hybrid vehicle drive
system illustrated in FIG. 21 in a first exemplary parallel mode of
operation.
[0042] FIG. 25 is a general block diagram of a hybrid vehicle drive
system illustrated in FIG. 21 in a first exemplary cruising
mode
[0043] FIG. 26 is a general block diagram of a hybrid vehicle drive
system illustrated in FIG. 21 in a second exemplary cruising
mode.
[0044] FIG. 27 is a general block diagram of a hybrid vehicle drive
system illustrated in FIG. 21 in an exemplary stationary mode.
[0045] FIG. 28 is a general block diagram of a hybrid vehicle drive
system illustrated in FIG. 21 in a first exemplary recharge
mode.
[0046] FIG. 29 is a general block diagram of a hybrid vehicle drive
system illustrated in FIG. 21 in a second exemplary recharge mode
to recharge the energy source.
[0047] FIG. 30 is a high level block diagram showing the
relationship between the major hardware elements and the
embodiment.
[0048] FIG. 31 is a detailed block diagram of the components and
subsystems of the entire vehicle system of the embodiment
illustrated in FIG. 30.
[0049] FIG. 32 is a diagram showing only those blocks used during
vehicle acceleration along with arrows indicating power flows for
the embodiment illustrated in FIG. 30.
[0050] FIG. 33 is a diagram showing only those blocks used during
vehicle deceleration including arrows to show power flow directions
in the embodiment illustrated in FIG. 30.
[0051] FIG. 34 is a diagram showing the blocks used in the driving
mode of "park/neutral" with arrows showing possible power flow
paths in the embodiment illustrated in FIG. 30.
[0052] FIG. 35 is a diagram showing the blocks involved in the
support of an all-electric stationary mode also indicating power
flow directions via arrows in the embodiment illustrated in FIG.
30.
[0053] FIG. 36 is a diagram showing the elements involved in
supporting an engine powered stationary mode indicating power flow
directions in the embodiment illustrated in FIG. 30.
[0054] FIG. 37 is a diagram showing the blocks and power flows
involved in the plug-in charging mode of the PTO Hybrid System in
the embodiment illustrated in FIG. 30.
DETAILED DESCRIPTION
[0055] Hybrid vehicle drive systems according to many possible
embodiments are presented. One feature of one exemplary embodiment
of the hybrid vehicle drive system is that a drive shaft can be
powered singly or in any combination by a first prime mover, a
second prime mover, and an accessory. Preferred embodiments
incorporate hydraulic systems into the hybrid vehicle drive system
for optimal energy storage and usage. It is noted that the term
motor as used herein refers to a motor/generator or motor/pump and
is not limited to a device that performs only motor operations.
[0056] Another feature of one exemplary embodiment of the system is
that when a power take-off (PTO) configured to be engaged or
disengaged while a transmission is moving is used, any unneeded
drive system components other than a first prime mover can be
entirely disconnected from the drive train, reducing inefficiencies
and wear in situations where the different portions of the system
do not need to interact, such as when a drive shaft is solely
driven by the first prime mover, or when a vehicle using the system
is stationary and a second prime mover and accessory are not being
driven by the first prime mover. Similarly, an optional clutch
between the first prime mover and the transmission can be used to
reduce inefficiencies during regenerative braking by removing the
first prime mover from the system when vehicle braking occurs.
[0057] Yet another feature of one exemplary embodiment of the
system is that the accessory (e.g., hydraulic pump, pneumatic pump,
electric motor, etc.) can be powered singly or in any combination
by the first prime mover, the second prime mover, energy from
braking, or energy stored in a second rechargeable energy source
(e.g., battery, ultra capacitor, hydraulic accumulator, etc.). The
presence of a second rechargeable energy source also can obviate
the need for a complicated pump control system when the accessory
is a hydraulic pump. If the pump is a variable volume displacement
pump, further simplification is possible because a clutch may not
be needed between the second prime mover and the pump. Other types
of pumps can also be used. According to one exemplary embodiment,
with a clutch between the second prime mover and the hydraulic
pump, the pump can be an inexpensive gear pump.
[0058] Yet another feature of one exemplary embodiment of the
system is that a first rechargeable energy source connected to the
second prime mover can be recharged in one or more modes. These
modes include: the second prime mover using power from the first
prime mover; the second prime mover using power from regenerative
braking; the accessory, using energy stored in the second
rechargeable energy source to operate the second prime mover; an
auxiliary power unit connected to the first rechargeable energy
source; an engine alternator, when present (the alternator can be
increased in capacity to allow for this additional charge while
driving or idle); or from an external power source, such as being
directly plugged into an external power grid. The second prime
mover can draw upon this power stored in the first rechargeable
power source before daily operation of the vehicle (e.g., after
overnight charging), when the vehicle is stopped, or in other
situations. In such situations, the second prime mover would
operate the accessory to pre-charge or pressurize the second
rechargeable energy source before the energy is needed, which would
provide higher density power storage when the second rechargeable
power source is a hydraulic accumulator, among other advantages. A
higher density energy storage device is intended to provide more
available power at low revolutions per minute (RPM) operation and
an overall lower mass system.
[0059] Various additional aspects and advantages will become
apparent to those skilled in the art from the following detailed
description of the embodiments.
[0060] Referring to FIGS. 1-20, hybrid vehicle drive systems
according to various exemplary embodiments and exemplary operations
are shown. Various features of these embodiments can be employed in
other embodiments described herein.
[0061] As shown in FIG. 1, a first exemplary embodiment of a hybrid
vehicle drive system, system 10, can be employed on any type of
vehicle. According to one embodiment, the vehicle can be any type
of light, medium, or heavy duty truck. In one preferred embodiment,
the vehicle is a truck that employs hydraulic systems such as a
boom truck. Alternatively, the vehicle can be any type of platform
where hybrid systems are employed. The vehicle may have a wide
variety of axle configurations including, but not limited to a
4.times.2, 4.times.4, or 6.times.6 configuration.
[0062] In one preferred embodiment, the vehicle is a truck such as
an International 4300 SBA 4.times.2 truck. According to one
exemplary embodiment, the vehicle includes an IHC MaxxforceDT
engine with an output of 255 HP and 660 lbs. of torque. The vehicle
further includes an Allison 3500_RDS_P automatic transmission. The
vehicle has a front gross axle weight rating (GAWR) of
14,000/12,460 lbs., a rear GAWR of 19,000/12,920 lbs., and a total
GAWR of 33,000/25,480. The vehicle includes a hydraulic boom. The
vehicle boom has a working height of approximately 54.3 feet, a
horizontal reach of 36.0 feet, an upper boom has an extension of
approximately 145 inches. The lower boom may travel between
approximately 0 degrees and 87 degrees from horizontal. The upper
boom may have a travel between approximately -20 degrees and 76
degrees from horizontal. According to an exemplary embodiment, the
vehicle may further include a hydraulic platform rotator, a
hydraulic articulating jib and winch (e.g., with a capacity of 1000
lbs.), a hydraulic jib extension, hydraulic tool outlets, an
on-board power charger providing 5 kW at 240 VAC, and electric air
conditioning with a capacity of 5,000 BTU. The above referenced
power, boom, and types of components are exemplary only.
[0063] System 10 includes a first prime mover 20 (e.g., an internal
combustion engine, such as a diesel fueled engine, etc.), a first
prime mover driven transmission 30, a component 40 (e.g., a power
take-off (PTO), a transfer case, etc.), a second prime mover 50
(e.g., a motor, such as an electric motor/generator, a hydraulic
pump with a thru-shaft, etc.), and an accessory 60 (e.g., a
hydraulic pump, such as a variable volume displacement pump, etc.).
In certain embodiments, accessory 60 can act as a third prime mover
as described below. Transmission 30 is mechanically coupled to
component 40. Component 40 is coupled to second prime mover 50.
Second prime mover 50 is coupled to accessory 60. According to one
exemplary embodiment, second prime mover 50 is a 50 kW electric
motor. When acting as a generator (as shown in FIGS. 3 and 4),
second prime mover 50 may generate 30 kW continuously or as much as
75 kW at peak times. The above referenced power parameters are
exemplary only. Second prime mover 50 may be further used to power
various on-board components such as compressors, water pumps,
cement mixer drums, etc.
[0064] In a preferred embodiment, accessory 60 is embodied as a
hydraulic motor and includes a through shaft coupled to component
40 embodied as a PTO. The through shaft is also coupled to the
shaft of the mover 50 embodied as an electric motor. In another
embodiment, electric motor includes the through shaft that is
coupled to the PTO and the pump.
[0065] According to one embodiment, system 10 also includes a first
rechargeable energy source 70 (e.g., a battery, a bank of
batteries, a fuel cell, a capacitive cell, or other energy storage
device), an Auxiliary Power Unit (APU) 80 (e.g., an internal
combustion engine, possibly fueled by an alternative low emission
fuel (e.g., bio-mass, natural gas, hydrogen, or some other fuel
with low emissions and low carbon output), and a generator, a fuel
cell, etc.), a second rechargeable energy source 90 (e.g. a
hydraulic accumulator, ultra capacitor, etc.), and onboard or
external equipment 100 (e.g., hydraulically operated equipment,
such as an aerial bucket, etc.). First rechargeable energy source
70 is coupled to second prime mover 50 and provides power for the
operation of second prime mover 50. First rechargeable (e.g.,
pressurized or rechargeable) energy source 70 may include other
auxiliary components (e.g., an inverter provided for an AC motor, a
DC-to-DC converter to charge a DC system, an inverter for power
exportation to a power grid or other equipment, controllers for
motors, a charger, etc.). APU 80 is coupled to first rechargeable
energy source 70 and provides power to first rechargeable energy
source 70. According to one exemplary embodiment, second renewable
energy source 90 is a hydraulic system with a high pressure portion
(e.g., an accumulator) and a low pressure component (e.g., a
reservoir tank).
[0066] Second rechargeable energy source 90 is coupled to accessory
60 and provides stored power for accessory 60. Onboard or external
equipment 100 can be coupled to accessory 60 or second rechargeable
energy source 90 and operate using power from either accessory 60
or second rechargeable energy source 90. In one embodiment, onboard
or external equipment 100 is coupled through second rechargeable
energy source 90 to accessory 60. According to various exemplary
embodiments, APU 80 may also provide power to both second renewable
energy source 90 and first rechargeable energy source 70 when high
hydraulic loads are required. APU 80 and second renewable energy
source 90 may both provide power to hydraulically operated
equipment 100.
[0067] In one preferred embodiment, component 40 is a PTO designed
to engage or disengage while the transmission is moving via a
clutch mechanism. The PTO can be a street side or curb side PTO.
Component 40 can be disengaged from transmission 30 when first
prime mover 20 exceeds the maximum operating RPM of any component
connected through component 40. For example, component 40 can be
disengaged if first prime mover 20 exceeds the maximum operating
RPM of accessory 60. Alternatively, all components connected
through component 40 can operate throughout the RPM range of first
prime mover 20, and component 40 can be engaged continuously. In a
preferred embodiment, component 40 can be disengaged during high
speed steady driving conditions to reduce friction and wear on
system 10.
[0068] Alternatively, transmission 30 may be modified to
incorporate component 40 and optionally incorporate second prime
mover 50 directly into transmission 30. Component 40, embodied as a
PTO, may optionally include a PTO shaft extension. An example of a
PTO shaft extension is described in U.S. Pat. No. 6,263,749 and
U.S. Pat. No. 6,499,548 both of which are incorporated herein by
reference. Component 40 can have a direct connection to
transmission 30.
[0069] Component 40 may interface with transmission 30 in a way
that there is a direct coupling between mover 20, component 40, and
transmission 30. Alternatively, component 40 may interface with
transmission 30 in a way that the interface directly couples
component 40 to the torque converter of transmission 30. The torque
converter may be in mechanical communication with mover 20, but
rotating at a different speed or may rotate at the same speed as
mover 20 if it is locked up.
[0070] A clutch mechanism can be employed to properly engage and
disengage component 40. In another preferred embodiment, component
40 is a PTO that has an internal clutch pack, such as a hot shift
PTO. A hot shift PTO can be used when frequent engagements of the
PTO are required, often with automatic transmissions. In one
embodiment, second prime mover 50 can be operated at the same RPM
as first prime mover 20 prior to the engagement of component 40.
This is intended to reduce wear on the clutch mechanism if
component 40 has a 1:1 ratio of input speed to output speed. If
other ratios for component 40 are used, the RPM of first prime
mover 20 or second prime mover 50 can be adjusted accordingly prior
to engagement to insure that input and output speed match the ratio
of the component to reduce wear on the clutch mechanism.
[0071] While component 40 is engaged, second prime mover 50 can
operate to provide power to a drive shaft 32 via transmission
30.
[0072] In FIG. 1, first prime mover 20 provides power to drive
shaft 32 through transmission 30. Second prime mover 50 provides
additional or alternative power to drive shaft 32 through component
40 and transmission 30. Drive shaft 32 provides power to two or
more wheels 33 used to provide forward and backward momentum to the
vehicle. For example, second prime mover 50 can optionally provide
the sole source of power to drive shaft 32. Alternatively, second
prime mover 50 can provide additional power to drive shaft 32
during vehicle acceleration. When providing power to drive shaft
32, second prime mover 50 can operate using power from first
rechargeable energy source 70. According to the various exemplary
embodiments of system 10, first rechargeable energy source 70 can
be charged or powered by second prime mover 50, APU 80 or another
suitable source (e.g., the vehicle alternator, the power grid,
etc.).
[0073] Optional APU 80 can be used to power first rechargeable
energy source 70 when the vehicle is driving up a grade, as well as
other situations. This use is intended to improve vehicle
performance, particularly when the power requirements of the
vehicle exceed the power available from first prime mover 20, first
rechargeable energy source 70, and second rechargeable energy
source 90. The presence of APU 80 is intended to allow for a
smaller first prime mover 20. In one embodiment, APU 80 is of a
type that produces lower emissions than first prime mover 20. APU
80 is intended to enable a vehicle using system 10 to meet various
anti-idle and emission regulations.
[0074] In one embodiment, system 10 is configured to automatically
engage APU 80 or first prime mover 20 through component 40 or
accessory 60 to charge first rechargeable energy source 70 when the
stored energy decreases to a certain amount. The permissible
reduction in stored energy can be determined based upon a user
selectable switch. The switch specifies the method of recharging
first rechargeable energy source 70 from an external power
grid.
[0075] In one embodiment, a user can select between 220-240V
recharging, 110-120V recharging, and no external power source
available for recharging. For the different voltages, the amount of
power that can be replenished over a certain period of time (e.g.,
when connected to an external power grid overnight) would be
calculated. Beyond that amount of power usage, first prime mover
20, or APU 80 is engaged to charge or provide power to first
rechargeable energy source 70. If no external power source is
available, first prime mover 20 or APU 80 can be automatically
engaged during regular finite periods, calculated to minimize idle
time. In one embodiment, APU 80 and/or optionally first
rechargeable energy source 70 can provide power to an external
power grid 200, also known as vehicle to grid (V2G) power sharing.
This is intended to provide low-emission power generation and/or
reduce requirements to generate additional grid power during peak
loads on the grid.
[0076] In another embodiment, a user may only select between two
settings, one setting to select charging using a grid and the other
setting to select charging without using an external power grid.
The controller would monitor state of charge of the batteries and
control recharging differently for each setting. If no external
charging from a power grid is selected, system 10 may allow the
state of charge of first rechargeable energy source 70 (batteries)
to drop to a threshold (as an example 30%), then the controller
would cause either first prime mover 20 or the optional APU 80 to
be engaged to charge batteries to a predetermined level (as an
example 80%) to minimize the frequency that first prime mover 20 or
APU 80 must be started. Or different levels of discharge and
recharging may be selected to minimize idle time. System 10 may
occasionally recharge batteries to 100% of charge to help condition
the batteries. If the user selectable switch indicated system 10
would be charged from an external power grid, the controller may
allow the state of charge of first renewable energy source to drop
to a threshold (as an example 30%), then the controller would cause
either first prime mover 20 or optional APU 80 to be engaged to
charge batteries to a predetermined level that is lower (as an
example 50%). The lower level allows the external power grid to
recharge a greater amount of first rechargeable energy source 70
when vehicle can be plugged in or charged by the external power
grid, reducing the fuel consumption of prime mover 70 or optional
APU 80.
[0077] External power grid 200 allows first rechargeable energy
source 70 to be recharged with a cleaner, lower cost power compared
to recharging first rechargeable energy source 70 with first prime
mover 20. Power from an external power grid may be provided at a
fraction of the cost of power provided from an internal combustion
engine using diesel fuel. According to one exemplary embodiment,
first rechargeable energy source 70 can be recharged from an
external power grid 200 in approximately 8 hours or less.
[0078] In one embodiment, second rechargeable energy source 90 is
utilized, and provides power to accessory 60. Additional or
alternative power can be provided to drive shaft 32 by accessory
60. For example, accessory 60 can provide power to drive shaft 32
until second rechargeable energy source 90 is discharged.
Alternatively, accessory 60 can provide additional power to drive
shaft 32 during vehicle acceleration. Accessory 60 provides power
to drive shaft 32 through second prime mover 50, component 40, and
transmission 30. The combination of power provided to drive shaft
32 by second prime mover 50 and accessory 60 is intended to allow
for the use of a smaller first prime mover 20 which provides the
best use of stored energy and reduces the overall system mass. In
another embodiment, accessory 60 only receives power from second
prime mover 50 or from first prime mover 20 through component and
does not provide power to drive shaft 32. Accessory 60 may power
equipment 100 directly.
[0079] In one exemplary embodiment, an optional clutch can be
coupled between first prime mover 50 and accessory 60 or between
component 40 and second prime mover 50. The clutch is disengaged
when the vehicle is stationary so second prime mover 50 can turn
accessory 60 without unnecessarily driving component 40.
[0080] A variety of control systems can be utilized to control the
various components (clutches, motors, transmissions, etc.) in
system 10. Electronic control systems, mechanical control systems,
and hydraulic control systems can be utilized. In addition, a
controller can be provided to indicate a request to operate an
accessory or other equipment. In one embodiment, a controller
similar to the controller in U.S. Pat. No. 7,104,920 incorporated
herein by reference can be utilized. Preferably, the controller is
modified to communicate by pneumatics (e.g., air), a wireless
channel, or fiber optics (e.g., light) for boom applications and
other applications where conductivity of the appliance is an
issue.
[0081] The control system can utilize various input criteria to
determine and direct the amount of power required or to be stored,
the input criteria can input operator brake and acceleration
pedals, accessory requirements, storage capacity, torque
requirements, hydraulic pressure, vehicle speed, etc.
[0082] A control system may control the torque and power output of
second prime mover 50 and accessory 60 so that component 40, second
prime mover 50 and accessory 60 are operated within the allowable
torque and power limitations of each item so that the sum of second
prime mover 50 and accessory 60 do not exceed component 40 or
exceed capacity of transmission 30, such as capacity of
transmission power takeoff drive gear rating or exceed capacity of
transmission maximum turbine torque on an automatic transmission.
Optionally the controller may monitor and control additional input
torque from the prime mover, or input torque of the prime mover
after multiplication by the torque converter, along with that from
other prime movers or accessories to ensure that the turbine torque
limit is not exceeded or other internal torque ratings of
components within an automatic transmission or an autoshift manual
transmission, or a manual transmission. The torque and power output
of second prime mover 50 and accessory 60 may also be controlled
using an input from the driver and/or from a power train control
system. If two components are used as described in other
embodiments, the torque and power output of the second and third
prime mover and optional accessory or accessories may be controlled
so that the transmission power takeoff drive gear rating with two
power takeoffs is not exceeded or that the capacity of transmission
maximum turbine torque on an automatic transmission, or other toque
rating of an internal component within a transmission of different
kind, such as an autoshift manual or manual transmission is not
exceeded.
[0083] According to other exemplary embodiments, a control system
may be used for other purposes (e.g., coupling component 40 to
transmission 30; monitoring the charge status of first rechargeable
energy source 70 and second rechargeable energy source 90;
monitoring and managing the thermal status of various components
(e.g., prime movers, rechargeable energy sources, electronics,
etc.); operating first prime mover 20, second prime mover 50, and
accessory 60 to replenish energy in first rechargeable energy
source 70 and second rechargeable energy source 90 and/or supply
power to equipment 100; operate APU 80 as needed; or control other
functions). Information on the status of the system, such as
operating efficiency, status of rechargeable energy sources, and
certain operator controls may be displayed or accessed by the
driver.
[0084] Referring to FIG. 2, an exemplary operation of system 10 is
shown. Component 40 is disengaged from transmission 30. APU 80
charges or provides power to first rechargeable energy source 70
when necessary. APU 80 can include a generator powered by an
internal combustion engine. The generator can be connected to first
rechargeable energy source 70 through a power converter, AC/DC
power inverter or other charging system. First rechargeable energy
source 70 provides power to second prime mover 50. The operation of
second prime mover 50 operates accessory 60. Accessory 60 provides
power to on-board or external equipment 100. First rechargeable
energy source 70 and/or APU 80 may provide all the power for system
10 when the vehicle is stationary and first prime mover 20 is
turned off (e.g., in an idle reduction system). If second prime
mover 50 is not coupled to drive shaft 32 and instead provides
power to accessory 60 (e.g., in an idle reduction system), system
10 may include a simplified control and power management
system.
[0085] According to another exemplary embodiment, component 40 may
be mechanically coupled to and first prime mover 20 may be operated
periodically to provide power to second prime mover 50 through
transmission 30 and component 40. Second prime mover 50 recharges
first rechargeable energy source 70 and/or powers accessory 60.
Accessory 60 can recharge second rechargeable energy source 90 or
operate other equipment.
[0086] According to another exemplary embodiment, system 10 is
configured as an idle reduction system that can provide power to
vehicle loads such as HVAC, computers, entertainment systems, and
equipment without the need to idle the engine continuously.
Accordingly, system 10 uses an electric motor (e.g., prime mover
50) to power a hydraulic pump (e.g., accessory 60) for the
operation of hydraulic equipment (e.g., aerial buckets,
hydraulically powered compressors, etc.). Alternatively, the
electric motor may directly power a compressor. The electric motor
can be configured to only operate when there is a demand for
hydraulic flow or the need to operate other mechanically coupled
equipment to conserve energy within first rechargeable energy
source 70. The electric motor can be activated by a controller that
receives a signal sent through fiber optics or a signal sent
through other means.
[0087] In one embodiment, mover 20 is not engaged with component 40
when mover 50 is used to power a pump or other mechanically coupled
equipment 100. While component 40 (PTO) is not engaged, the PTO may
be modified to allow shaft 32 to spin with low resistance. A PTO
can be chosen with a feature that normally limits movement of the
PTO when not engaged, this feature can be disabled when the
electric motor is used to power the hydraulic pump. This concept
also applies to "operating mode" for hybrid system process
discussed below with reference to FIGS. 3 and 4. This type of idle
reduction can be used when the vehicle is stationary.
[0088] Batteries (e.g., rechargeable energy source 70) provide
energy for the electric motor. After the batteries are depleted, an
external power grid is used to recharge the batteries.
[0089] If the rechargeable energy reserve is large enough, the
electric motor (mover 50) may operate continuously, eliminating the
need for a controller to turn motor on and off based upon demand.
Such a system may be coupled to a variable volume displacement pump
to reduce flow when demand for hydraulic flow is low, resulting in
lower consumption of power from the rechargeable energy source.
This same method of continuous operation can also be used for
hybrid system configurations.
[0090] Depending upon the battery system, the batteries may be
thermally corrected during charging. Thermal correction may be
needed if the temperature of the battery exceeds a certain
threshold. A cooling system, either external to the vehicle or
internal to the vehicle may be used, such that coolant is
circulated to reduce heat or the battery case can be ventilated
with cooler air to dissipate heat, possibly with a powered
ventilation system. A second pump may also be connected to a PTO
(as shown in FIG. 9). First prime mover 20 may be started and used
to recharge by engaging component 40 to transmission and operating
second prime mover 50 as a generator to recharge first rechargeable
energy source batteries. If there is insufficient energy to operate
the electric motor driven hydraulic pump, the vehicle engine is
started, PTO engaged and the second pump is used to power the
equipment. Further, the second pump can be used when the hydraulic
power requirements exceed the power output of the electric motor
coupled to the hydraulic pump. Alternatively, prime mover 50 could
directly power the first accessory (hydraulic pump) and the second
prime mover could be made not to operate as a generator. Not
operating second prime mover as a generator may reduce system
complexity and reduce cost.
[0091] In another embodiment, first rechargeable energy source 70
provides power to electrical systems of the vehicle such as "hotel
loads" (e.g., HVAC, lighting, radio, various electronics, etc.). In
yet another embodiment, first rechargeable energy source 70 charges
a main crank battery of the vehicle. The main crank battery can be
isolated from system 10. First rechargeable energy source 70 may
also be used in other configurations that use 100% electric
propulsion for certain periods to power additional vehicle systems
such as power steering, brakes and other systems normally powered
by first prime mover 20.
[0092] In yet another embodiment, second prime mover 50 provides
power to external devices directly or through an additional
rechargeable energy source and an associated inverter. Utilizing
second prime mover 50 to power external devices is intended to
lessen the need for an additional first prime mover 20 powered
generator.
[0093] In yet another embodiment, a sophisticated control system
(e.g., a pump control system utilizing fiber optics, etc.) can be
used to control the operation of accessory 60. In yet another
embodiment, accessory 60 is a variable volume displacement pump.
Accessory 60 can operate continuously, only providing flow if there
is a demand. When no demand is present, accessory 60 provides
little or no additional friction or resistance within the
system.
[0094] Referring to FIG. 3, another exemplary operation of system
10 is shown. First rechargeable energy source 70 and/or APU 80 may
provide power for system 10 when the vehicle is stationary and
first prime mover 20 is turned off (e.g., in an idle reduction
system). For example, as shown in FIG. 3, energy source 70 may
power accessory 60. In one embodiment, second rechargeable energy
source 90 is utilized. Accessory 60 stores energy in second
rechargeable energy source 90, as shown. Second prime mover 50 is
engaged to operate accessory 60 (e.g., a hydraulic pump) when the
stored energy in second rechargeable energy source 90 (e.g., a
hydraulic accumulator) is reduced to a predetermined level. The
utilization of second rechargeable energy source 90 is intended to
reduce operation time of accessory 60. Accessory 60 only needs to
operate to maintain energy in second rechargeable energy source 90.
On-board or external equipment 100 (e.g., any hydraulic equipment)
is powered by second rechargeable energy source 90. In one
embodiment, a clutch mechanism is used to disengage accessory 60
from second prime mover 50 during vehicle travel when second
rechargeable energy source 90 has been fully charged. This is
intended to reduce friction on system 10 when second prime mover 50
is needed, but accessory 60 is not. Second rechargeable energy
source 90 can provide hydraulic power to equipment 100 at a
constant system pressure through a pressure reducing valve.
[0095] Alternatively, second rechargeable energy source 90 and two
hydraulic motor/pump units are coupled together to provide constant
system pressure and flow. The first unit (e.g., a hydraulic motor)
receives high pressure flow from second rechargeable energy source
90. The first unit is coupled to a second unit (e.g., a pump) which
supplies hydraulic power to equipment 100 at a lower pressure. Both
hydraulic second rechargeable hydraulic circuit and low pressure
hydraulic equipment circuit have a high pressure and a low pressure
(reservoir or tank) sections. A control system may be utilized to
maintain constant flow in the low pressure hydraulic equipment
circuit as the high pressure flow from the second rechargeable
source (accumulator) reduces or varies. The advantage of this
configuration is that the energy from the high pressure accumulator
is more efficiently transferred to the equipment. This
configuration also allows independent hydraulic circuits to be used
for the propulsion system and for equipment 100. The independent
hydraulic circuits allow for fluids with different characteristics
to be used in each circuit. Further, a hydraulic circuit that may
be susceptible to contamination (e.g., the equipment circuit) can
be kept separate from the other hydraulic circuit (e.g., the
propulsion circuit).
[0096] In another embodiment, second rechargeable energy source 90
is utilized, and accessory 60 is a hydraulic pump. Second
rechargeable energy source 90 can include a low pressure fluid
reservoir and a hydraulic accumulator. The utilization of second
rechargeable energy source 90 obviates the need for a sophisticated
pump control system and the associated fiber optics; instead a
simpler hydraulic system can be used (e.g., an insulated aerial
device with a closed center hydraulic system and a conventional
control system, etc.). If the speed of accessory 60 slows due to
depletion of on-board power sources, accessory 60 can operate
longer to maintain energy in second rechargeable energy source 90.
This is intended to minimize any negative effects on the operation
of equipment 100. According to one exemplary embodiment, second
prime mover 50 is an AC motor and turns at generally a constant
rate regardless of the output volume of accessory 60 (e.g., to
create two or more different levels of flow from accessory 60).
[0097] However, in some scenarios, second prime mover 50 may
provide power to accessory 60 and the speed of second prime mover
50 may be varied by a controller. For example, the speed of second
prime mover 50 may be varied to reduce the flow of fluid from
accessory 60 (e.g., for two speed operation of an aerial device
where lower hydraulic flow may be desirable for fine movement of
the boom).
[0098] In one embodiment, system 10 can provide the advantage of
allowing a vehicle to operate at a work site with fewer emissions
and engine noise by using an operating mode. In an operating mode
(as shown in FIGS. 3 and 4), first prime mover 20 (e.g., an
internal combustion engine, such as a diesel fueled engine, etc.)
is turned off and component 40 (PTO) is disengaged from
transmission 30, and component 40 when disengaged is able to spin
freely with little resistance, and power from first renewable
energy source 70 and second renewable energy source 90 are used to
operate on-board or external equipment 100 and electrical systems
of the vehicle such as "hotel loads" (e.g., HVAC, lighting, radio,
various electronics, etc.). According to another exemplary
embodiment, second renewable energy source 90 may be optional and
first renewable energy source 70 may directly power to equipment
100. According to one exemplary embodiment, first renewable energy
source 70 has a capacity of approximately 35 kWh and is configured
to provide enough power to operate the vehicle for a full day or
normal operation (e.g., 8 hours).
[0099] Referring to FIG. 4, yet another exemplary operation of
system 10 is shown. When APU 80 is out of fuel, APU 80 is not used,
or APU 80 is not present, first rechargeable energy source 70 can
be recharged by other components of system 10 (in addition to other
methods). First prime mover 20 and second prime mover 50 are
preferably operated and synchronized to the same speed (e.g., input
and output mechanical communication through component 40 is a one
to one ratio). Component 40 is preferably engaged to transmission
30. First prime mover 20 provides power to second prime mover 50
through transmission 30 and component 40. Adjustments to second
prime mover 50 speed is made if the ratio between first prime mover
20 and second prime mover 50 is not one to one to minimize wear of
the clutch in component 40 or to speed of first prime mover 50.
Operation of second prime mover 50 recharges first rechargeable
energy source 70 to a predetermined level of stored energy. This
method of recharging first rechargeable energy source 70 is
intended to allow continuous system operation in the field without
the use of external grid power. This method is further intended to
allow continuous operation of equipment 100 during recharging of
first rechargeable energy source 70.
[0100] While charging first rechargeable energy source 70, second
prime mover 50 simultaneously operates accessory 60. Accessory 60
provides power to on-board or external equipment 100. After first
rechargeable energy source 70 has been recharged, component 40 is
disengaged from transmission 30. Operation of accessory 60 can
continue without the use of first prime mover 20 as shown in FIG.
2. Alternatively, with component 40 engaged, operation of accessory
60 can continue powered in part or in full by prime mover 20. This
may be useful for example, if there is a failure in one of the
other components that powers accessory 60. This may also be useful
if the power demand from accessory 60 exceeds the power available
from second prime mover 50. According to one exemplary embodiment,
first prime mover 20 provides supplementary power to or all of the
power to equipment 100 (e.g. a digger derrick that may require
higher hydraulic flow during digging operations). Using first prime
mover 20 to provide supplementary power to equipment 100 during
intermittent periods of high power requirement allows system 10 to
include a smaller second prime mover 50 that is able to provide
enough power for the majority of the equipment operation. The
control system may receive a signal from the equipment indicating
additional power is required beyond that provided by second prime
mover 50. Such a signal may be triggered by the operator, by
activation of a function (e.g., an auger release, etc.), by demand
in the circuit or component above a predetermined threshold, or by
other means.
[0101] Referring to FIG. 5, yet another exemplary operation of
system 10 is shown. Second rechargeable energy source 90 is
utilized. Accessory 60 provides power to second rechargeable energy
source 90. In one embodiment, on-board or external equipment 100
(e.g., hydraulic cylinders, valves, booms, etc.) is coupled to
second rechargeable energy source 90, and can be powered by second
rechargeable energy source 90. External equipment 100 may also be
operated directly by accessory 60 without the use of a second
rechargeable energy source 90. This method of recharging first
rechargeable energy source 70 and second rechargeable energy source
90 is intended to allow continuous system operation in the field
without the use of external grid power. This method is further
intended to allow continuous operation of equipment 100 during
recharging of first rechargeable energy source 70 and second
rechargeable energy source 90.
[0102] Referring to FIG. 6, yet another exemplary operation of
system 10 is shown. In one embodiment, a second embodiment of the
hybrid vehicle drive system, system 610 including a clutch 165 or
other mechanism is used to disengage first prime mover 20 from
transmission 30 during vehicle braking. This is intended to
maximize the regenerative energy available from vehicle braking.
The forward momentum of the vehicle provides power from wheels 33
to transmission 30. Transmission 30 may be reduced to a lower gear
to increase the RPMs and increase the amount of energy transferred
to second prime mover 50. Second prime mover 50 can operate to
charge first rechargeable energy source 70 and help slow the
vehicle according to principles of regenerative braking Disengaging
first prime mover 20 from transmission 30 further reduces the
amount of energy transferred back to first prime mover 20 during
braking and reduces the need for engine braking. The control system
for the hybrid components may also monitor chassis anti-lock brake
system (ABS) activity. If the chassis anti-lock brake system has
sensed possible wheel lock-up and has become active, possibly due
to low traction or slippery road conditions, then hybrid
regenerative braking is suspended by the hybrid control system. The
regenerative braking system may be disabled as soon as ABS is
active and may remain off for only as long as the ABS is active, or
alternatively regenerative braking may remain off for a period of
time after ABS is no longer active or regenerative braking may
remain off for the remainder of the ignition cycle to eliminate the
chance that regenerative braking could adversely affect vehicle
handling in low friction, slippery road conditions during the
current ignition cycle. At the next ignition cycle, regenerative
braking may be reactivated.
[0103] Referring to FIG. 7, yet another exemplary operation of
system 10 is shown. Second rechargeable energy source 90 is
utilized. As mentioned above, during vehicle braking, first
rechargeable energy source 70 is charged through operation of
second prime mover 50. Accessory 60 can operate to further slow the
vehicle, and store energy in second rechargeable energy source 90,
if second rechargeable energy source 90 is not fully charged. In
this manner, regenerative braking can be used to simultaneously
charge multiple energy storage devices of system 10. This is
intended to allow recharging of both energy storage devices through
braking during vehicle travel, among other advantages. A clutch can
be optionally included between first prime mover 20 and
transmission 30 to further improve regenerative braking
[0104] Referring to FIG. 8, in a third exemplary embodiment of a
hybrid vehicle system, system 810, component 40 is a transfer case.
Component 40 is coupled to transmission 30, drive shaft 32, and
second prime mover 50. Energy from regenerative braking bypasses
transmission 30, passing through component 40 to operate second
prime mover 50. Similarly, motive power for drive shaft 32 from
second prime mover 50 and accessory 60 bypasses transmission 30,
passing through component 40. Component 40 further allows power
from second prime mover 50 to be transferred to drive shaft 32,
assisting, for example, when the vehicle is accelerating. A
conventional clutch can be placed between drive shaft 32 and
component 40 to disconnect drive shaft 32 when the vehicle is
parked and to allow second prime mover 50 to charge first
rechargeable energy source 70 when transmission 30 is coupled to
component 40 and first prime mover 20 is coupled to transmission
30. An optional clutch can also be placed between component 40 and
transmission 30 or between transmission 30 and first prime mover
20. This allows power from regenerative braking to be channeled
directly to second prime mover 50 and accessory 60.
[0105] In one embodiment, during operation of equipment 100,
component 40 is not coupled to second prime mover 50 and accessory
60 can optionally directly power equipment 100. An optional APU 80
can charge first rechargeable energy source 70 and/or second
rechargeable energy source 90 as required.
[0106] Referring to FIG. 9, in fourth exemplary embodiment of a
hybrid vehicle drive system, a system 910, a second component 110
such as a power take-off (PTO) is coupled to the transmission 30.
Accessory 60 may be a hydraulic pump with the capability to produce
more power than a single power take-off can transfer to
transmission 30. First component 40 and second component 110 are
provided to cooperate to transfer more power from second
rechargeable energy source 90 to transmission 30 than a single
component is able to transfer. System 10 further includes a third
prime mover 120 (e.g., a motor, such as an electric
motor/generator, etc.), and a second accessory 130 (e.g., a
hydraulic pump, such as a variable volume displacement pump, etc.).
Transmission 30 is mechanically coupled to components 40 and 110.
Second component 110 is coupled to third prime mover 120. Third
prime mover 120 is coupled to second accessory 130. First
rechargeable energy source 70 is coupled to third prime mover 120
and provides power for the operation of third prime mover 120.
Second rechargeable energy source 90 is coupled to second accessory
130 and provides stored power for second accessory 130. While FIG.
9 shows system 910 with both third prime mover 120 and second
accessory 130 coupled to second component 110, according to other
exemplary embodiments, either third prime mover 120 or second
accessory 130 may be absent. If a clutch is provided between first
prime mover 20 and transmission 30, first component 40 and second
component 110 may be configured to drive transmission 30, possibly
without assistance from prime mover 20 or when prime mover 20 is
off. At slow speeds, if transmission 30 includes a torque converter
which is not locked, the optional clutch may not be needed for
components 40 and 110 to transfer power to transmission 30 and move
the vehicle.
[0107] In an alternative embodiment of system 910 in FIG. 9, an
external power grid can be used with an electrical rechargeable
energy source. Battery size and system software can be modified to
charge the battery in the electric grid. For example, the software
can be modified to use a charge depleting mode if the battery is
charged from the grid.
[0108] Referring to FIG. 10, in a fifth exemplary embodiment of
vehicle hybrid drive system, system 1010, a high horsepower prime
mover 140 (e.g., a motor such as a high output power hydraulic
motor, etc.) is coupled to second component 110. High horsepower
prime mover 140 is further coupled to second rechargeable energy
source 90 (e.g., one or more accumulators). Second rechargeable
energy source 90 is pressurized by accessory 60 during highway
speeds or while parked.
[0109] In one embodiment, high horsepower prime mover 140 receives
power from a PTO to pressurize second rechargeable energy source 90
during regenerative braking Conversely, mover 140 can aid
acceleration of the vehicle through component 110 and transmission
30. A clutch can be disposed between first prime mover 20 and
transmission 30 for more efficient regenerative braking. The
embodiment of system 1010 shown in FIG. 10 may include a system
including second rechargeable energy source 90 and two hydraulic
motor/pump units that is configured to provide constant system
pressure and flow similar to the system described above. The first
unit or high pressure motor is provided by high HP prime mover 140.
The second unit or low pressure pump (e.g., a variable displacement
pump pressure compensated load sensing pump) may be provided
between high HP prime mover 140 and second component 110 preferably
with a through shaft or other means of mechanical communication.
The equipment circuit can trigger operation of high HP prime mover
140.
[0110] Referring to FIG. 11, in a sixth exemplary embodiment of a
hybrid vehicle drive system, system 1110, a high power prime mover
140 is coupled to second component 110. High horsepower prime mover
140 is further coupled to an ultra capacitor 150 (e.g., a fast
charge and discharge capacitor, etc.) which may include multiple
capacitors. Capacitor 150 is in turn coupled to first rechargeable
energy source 70. First rechargeable energy source 70 is charged by
second prime mover 50 during highway speeds or while parked, by
auxiliary power unit 80 or by being plugged into the electrical
power grid. High HP prime mover 140 may also independently recharge
first rechargeable energy source 70. In an optional charging
scheme, APU 80 is optional.
[0111] Referring to FIG. 12, in a seventh exemplary embodiment of a
hybrid vehicle drive system, system 1210, a second accessory 130
(e.g., a hydraulic pump, such as a variable volume displacement
pump, etc.) and a high horsepower prime mover 140 (e.g., a motor
such as a high power electric motor, etc.) are coupled to first
prime mover 20 (e.g., to the crankshaft of an internal combustion
engine, such as a diesel fueled engine, etc.). Second accessory 130
and high horsepower prime mover 140 allow large amount of power to
be transmitted to first prime mover 20. First rechargeable energy
source 70 is coupled to high horsepower prime mover 140 via
capacitor 150 and provides power for the operation of high
horsepower prime mover 140. Second rechargeable energy source 90 is
coupled to second accessory 130 and provides stored power for
second accessory 130. High horsepower prime mover 140 may further
be used to assist in cranking first prime mover 20. Cranking first
prime mover 20 may be particularly advantageous when first prime
mover 20 is started and stopped frequently (e.g., to reduce idle
time). High horsepower prime mover 140 may further be a more
powerful starter motor. While FIG. 9 shows a system 10 with both
second accessory 130 coupled to second component 110 and high
horsepower prime mover 140, according to other exemplary
embodiments, either second accessory 130 may be absent or
horsepower prime mover 140 may be absent.
[0112] Referring to FIG. 13, in an eighth exemplary embodiment of a
vehicle hybrid drive system, system 1310, includes a first prime
mover 20 (e.g., an internal combustion engine, such as a diesel
fueled engine, etc.), a first prime mover driven transmission 30, a
component 40 (e.g., a power take-off (PTO), a transfer case, etc.),
a second prime mover 50 (e.g., a motor, such as an electric
motor/generator, a hydraulic pump with a thru-shaft, a hydraulic
pump without a thru-shaft with second prime mover 50 only connected
on one side etc.), and an accessory 60 (e.g., a hydraulic pump,
such as a variable volume displacement pump, a hydraulic pump with
a thru-shaft etc.). Transmission 30 is mechanically coupled to
component 40. Component 40 is coupled to accessory 60. Accessory 60
is coupled to second prime mover 50.
[0113] According to one exemplary embodiment, accessory 60 is a
hydraulic pump with a thru-shaft. Coupling the accessory 60 to the
component 40 provides several advantages. Hydraulic pumps with
thru-shafts are more common and generally less expensive than
thru-shaft motors. Further, accessory 60 is generally smaller than
second prime mover 50 and allows for a more compact package when
coupled to component 40.
[0114] Second rechargeable energy source 90 is coupled to accessory
60 and provides stored power for accessory 60. Accessory 60 stores
energy in second rechargeable energy source 90 during the operation
of system 10 (e.g., during cruising or during regenerative braking,
etc.). Accessory 60 may draw energy from second rechargeable energy
source 90 to provide bursts of high horsepower to first prime mover
20 until second rechargeable energy source 90 is exhausted. In
another embodiment, accessory 60 may directly power equipment and
second rechargeable energy source 90 may be absent.
[0115] Referring to FIG. 14, in a ninth exemplary embodiment of a
vehicle hybrid drive system, system 1410 may include a clutch 160
coupled to component 40. As described earlier component 40 may be a
PTO with an integral clutch to selectively disconnect component 40
from first prime mover 20. However, even when disconnected from
first prime mover 20, component 40 may still be powered by second
prime mover 50 and/or accessory 60. The rotational inertia of
component 40 along with any associated frictional losses represent
power that is wasted in component 40. Optional clutch 160 allows
component 40 to be disengaged from second prime mover 50 and/or
accessory 60. Auxiliary Power Unit 80 is optional. Accessory 60 may
directly power equipment 100. Source 90 is optional. Optional
clutch 160 could be used in other configurations where it would be
advantageous to completely remove component 40 from second prime
mover 50 or accessory 60.
[0116] Referring to FIG. 15, in a tenth exemplary embodiment of a
vehicle hybrid drive system, system 1510 may include a clutch 165.
System 1510 as shown in FIG. 15 operates similar to the embodiment
of system 1010 in FIG. 10 and includes an accessory 60 (e.g., a
hydraulic pump, such as a variable volume displacement pump, etc.)
coupled to component 40. Similar to high horsepower prime mover 140
shown in FIG. 10, accessory 60 may be configured to provide a large
amount of power to transmission 30 to augment first prime mover 10.
For example, accessory 60 may transfer additional power to
transmission 30 to facilitate accelerating the vehicle. Accessory
60 may operate with or without an electrical motor as shown in FIG.
10.
[0117] Clutch 165 is coupled to first prime mover 20 and
transmission 30. Clutch 165 is configured to selectively disengage
first prime mover 20 from transmission 30. The rotational inertia
of first prime mover 20 along with any associated frictional losses
represent energy that is wasted in first prime mover 20 and reduces
the efficiency of regenerative braking in system 1510. Disengaging
first prime mover 20 from the rest of system 10 allows for more
energy to be captured during regenerative braking
[0118] Referring to FIG. 16, in an eleventh exemplary embodiment,
system 1610 may include both a first component 40 such as a PTO,
and a second component 110 such as a transfer case coupled to
transmission 30. Similar to the embodiment of system 810 in FIG. 8,
energy from regenerative braking bypasses transmission 30, passing
through component 110 to operate accessory 60. Similarly, motive
power for drive shaft 32 from accessory 60 bypasses transmission
30, passing through component. Component 110 further allows power
from accessory 60 to be transferred to drive shaft 32, assisting,
for example, when the vehicle is accelerating. Transmission 30 is
further mechanically coupled to component 40. Component 40 is
coupled to second prime mover 50. Using both a PTO and a transfer
case allows system 1610 to benefit from better regenerative braking
from drive shaft and the inclusion of a PTO to power electric motor
operated hydraulic equipment. Second prime mover 50 may provide
power to a second accessory 65 to pressurize second rechargeable
energy source 90 when the vehicle is parked or moving at a constant
speed. Second rechargeable energy source 90 provides additional
power during the acceleration of the vehicle. System 1610 may
optionally include a clutch between first prime mover 20 and
transmission 30 and/or between transmission 30 and component
110.
[0119] As shown in FIG. 16, system 1610 may further include a third
component 180 such as a PTO, a third prime mover 190, and a fourth
prime mover 195. Third prime mover 190 is coupled to third
component 180. Third prime mover 190 is coupled to first
rechargeable energy source 70 configured to charge first
rechargeable energy source 70. In this way, second prime mover 50
may draw power from first rechargeable energy source 70 while first
rechargeable energy source 70 continues to be charged by third
prime mover 190. Fourth prime mover 195 may be a larger starter
motor and may be provided for first prime mover 20 to assist with
low speed torque and quick starts of first prime mover 20. The
large starter motor can also reduce unnecessary idle. First prime
mover 20 may be started and stopped to reduce unnecessary idling.
Mover 195, mover 190, and component 180 are optional. Clutches can
be placed between mover 20 and transmission 30 and between
transmission 30 and component 110. The interface between mover 50
and accessory 65 can be by a one way or two way interface.
[0120] Referring to FIG. 18, in a thirteenth exemplary embodiment
of a hybrid vehicle drive system, a system 1810 may include both a
first component 40 and a second component 110 such as a PTO coupled
to transmission 30, and a third component 210 such as
multi-input/output drive coupled to first component 40 and second
component 110. Third component 210 may be a hydraulic drive such as
manufactured by Funk Manufacturing Co. and distributed by Deere
& Company. Third component is further coupled to a second prime
mover 50. Second prime mover 50 may be an electric motor with the
capability to produce more power than a single power take-off can
transfer to transmission 30. First component 40, second component
110, and third component 210 are provided to cooperate to transfer
more power from second prime mover 50 to transmission 30 than a
single component is able.
[0121] Referring to FIG. 19, in a fourteenth embodiment of a hybrid
vehicle drive system, system 1910 may include both a first
component 40 and a second component 110 such as a PTO coupled to
transmission 30. System 1910 further includes a second prime mover
50 (e.g., a motor, such as an electric motor/generator, etc.), and
a third prime mover 220 (e.g., a motor, such as an electric
motor/generator, etc.), coupled to first component 40 and a second
component 110, respectively. A first rechargeable energy source 70
is coupled to second prime mover 50 and third prime mover 220 and
provides power for the operation of second prime mover 50 and a
third prime mover 220.
[0122] Clutch 165 can disengage first prime mover 20, allowing the
vehicle to be driven in an all electric mode if other vehicle
systems (e.g., HVAC system, braking, power steering, etc.) are also
electrically driven. The all electric mode may also be possible in
other system configurations (as shown in FIG. 6). The all electric
mode saves fuel by allowing first prime mover 20 to be off when not
needed such as at low speeds or when the vehicle is stopped.
[0123] Optionally, transmission 30 may be constructed such that
independent component input/output gears are used, one for each
component 40 and 110. A clutch located in transmission 30 and in
between input/output gears for components 40 and 110 could allow
series/parallel operation by operating first prime mover 20,
engaging clutch 165 and driving one of the component input/output
gears causing either second prime mover 50 or third prime mover 220
to act as a generator. In one example, the clutch in transmission
30 disengages one component input/output gear from the other
component input/output gear that interfaces with prime mover 50
acting as a generator. The remaining component input/output gear is
coupled to the other gears in transmission 30 that transmit power
to drive shaft 32, possibly through another clutch internal to the
transmission that is engaged. The remaining prime mover acts as a
motor and powers transmission 30 through the component that is
mechanically coupled to the input/output gear. Such an arrangement
is particularly useful when the vehicle is driven in the city. In
such a situation, prime mover 20 may operate at a more efficient
speed and power range, independent of vehicle speed, or prime mover
20 may be turned off completely to further reduce fuel consumption.
If more power is needed, the disengaged prime mover may be
synchronized in speed with the disengaged prime mover or prime
movers 20 and then also coupled to transmission 30 to provide the
needed additional power. The engaged prime mover or transmission
can make adjustments in speed to adapt to the ratio of the input to
output gearing of the component (PTO).
[0124] Alternatively, an optional APU could charge first
rechargeable energy source 70 while first prime mover 20 is kept
off and the vehicle is operated in a series hybrid configuration in
which clutch 165 is disengaged. The APU is preferably a low
emissions power source using a low carbon fuel. Such a
configuration would be useful in an urban area requiring low
emissions. As in the all-electric mode, vehicle systems (e.g.,
HVAC, braking, power steering, etc.) are operated electrically when
first prime mover 20 is off and the vehicle is being driven.
[0125] Referring to FIG. 20, in a fifteenth embodiment of a hybrid
vehicle drive system, system 2010 may be similar to the embodiment
shown in FIG. 1. However, second prime mover 50 (e.g., a motor,
such as an electric motor/generator, etc.) may provide more power
than necessary to drive accessory 60 (e.g., a hydraulic pump, such
as a variable volume displacement pump, etc.). Therefore, a third
prime mover 230 such as a smaller electric motor/generator is
provided. Third prime mover 230 is coupled to first rechargeable
energy source 70 and provides power to accessory 60. According to
one exemplary embodiment, third prime mover 230 is a 10-60 hp
electric motor, more preferably a 20-40 hp electric motor.
[0126] Referring to FIG. 21, in a sixteenth exemplary embodiment of
a hybrid vehicle drive system, a system 2110 may be similar to the
embodiment shown in FIG. 1 system 101. However, a fourth prime
mover 240 may be coupled to first prime mover 20 with a clutch 245
(e.g., to the crankshaft of the internal combustion engine). The
coupling may be direct to the crankshaft or through a belt or
through a shaft. Fourth prime mover 240 may be, for example, an
electric motor that provides power to one or more accessories 250
such as a cooling fan for first prime mover 20, power steering
pumps, an HVAC system, brakes, etc. Alternatively, it may be an
integrated starter generator, optionally capable of regenerative
braking
[0127] System 2110 as shown in FIG. 21, is able to function in
several modes, depending on the needs of the vehicle. System 10 can
be configured as a combination series/parallel hybrid. For example,
in an all electric mode, first prime mover 20 may be turned off and
clutch 165, disengaged prime movers 50 and 220 may provide the
power to drive wheels 33. Movers 50 and 220 can be attached to a
hydraulic pump. In one embodiment, movers 50 and 220 can be
integrated with a hydraulic pump as a single unit sharing a shaft.
According to one exemplary embodiment, each of prime movers 50 and
220 are able to provide at least 100 hp so that 200 hp of power are
transmitted to transmission 30 to drive wheels 33. If the vehicle
requires more power to drive shaft 32, first prime mover 20 may be
turned on. The speed of the output from first prime mover 20 is
synchronized to the desired RPMs. Clutch 165 is engaged to couple
first prime mover 20 to transmission 30 in addition to prime movers
50 and 220. If the vehicle requires even more power to drive shaft
32, clutch 245 may be engaged so that fourth prime mover 240
provides additional power to crankshaft of first prime mover 20.
Fourth prime mover 240 may simultaneously provide power to one or
more accessories 250. Using prime movers 50, 220 and 240 to
supplement the power driving wheels 33 allows a smaller, more
efficient first prime mover 20 to be used in system 2110.
[0128] Fourth prime mover 240 can drive accessories 240 via belts
and/or pulleys and/or shafts and/or gears can be mechanically
coupled to first prime mover 20 through clutch 245 via belts,
shafts, gears and/or pulleys. Prime mover 240 can be an electric
motor with a through shaft. The through shaft can drive belts
and/or pulleys for accessories (e.g., HVAC, fan, steering, pumps,
brakes, etc.) Clutch 165 may be integrated with the transmission
(as in a manual transmission or in an auto-shift transmission). In
an automatic transmission utilizing a torque converter, clutch 165
may be in between the torque converter and the ICE or integrated
into the transmission and placed between the torque converter and
the input gear for the PTO (for those transmissions that utilize a
PTO input gear independent of the torque converter). The
integration and/or location of clutch 165 as described may be used
for other embodiments shown in other diagrams in which a clutch can
be placed in between the ICE and the transmission.
[0129] If first prime mover 20 is a relatively small internal
combustion engine, it may not be able to provide all the power to
drive wheels and regenerate rechargeable energy source 70. In such
a case, clutch 165 is disengaged and clutch 245 is engaged so that
first prime mover 20 only drives accessories 250 and third prime
mover 240 which, in turn, acts as a generator to charge
rechargeable energy source 70. Prime movers 50, and 220 provide
power to drive wheels 33. This arrangement allows first prime mover
20 operate in a more efficient zone. Clutch 245 may disconnect
first prime mover 20 from fourth prime mover 240 and fourth prime
mover 240 may provide power for accessories 250. To keep the engine
block warm when first prime mover 20 is turned off, engine coolant
may be circulated through a heating element (not shown). The ICE
can then be turned off to eliminate fuel consumption and reduce
emissions if first rechargeable energy source has enough energy to
power other prime movers. As with all hybrid mechanizations
described, a control system would assess various inputs to the
system and adjust output of various devices, for example monitoring
factors such as, energy levels, power demand, torque, control
inputs, speeds, temperatures and other factors to determine
appropriate operation of prime movers, activation of clutches and
other devices for optimal efficiency and performance. The heated
coolant would then be circulated back to first prime mover 20. The
heated coolant may also be used to warm rechargeable energy source
70 or other on-board batteries when the ambient air is cold. The
warmer for the engine block and/or batteries could be used on other
embodiments.
[0130] System 2110 as illustrated in FIG. 21 advantageously can
utilize a parallel hybrid configuration with assist from fourth
prime mover 240 (e.g., accessory electric motor), first prime mover
20 (ICE), second prime mover 50, and third prime mover 220. The
parallel nature of system 2110 allows maximum acceleration as power
can be utilized from multiple sources. As discussed above,
transmission 30 can include a clutch (e.g. internal or external
clutch 165). To reduce clutch wear, components 40 and 110 can be
utilized to launch the vehicle and once the input shaft is close to
or at the same speed as the engine drive shaft, the clutch can be
engaged to couple prime mover 20 to transmission 30. This method
can also be used for other embodiments in which a clutch is used to
engage the prime mover with the transmission.
[0131] Alternatively, system 2110 in FIG. 21 can be provided as
only a single PTO system. The use of two PTOs allows more power to
be provided to transmission 30.
[0132] Accordingly to another embodiment, system 2110 of FIG. 21
can be arranged so that a parallel hybrid configuration is assisted
from mover 220 and mover 50 during acceleration. In an electric
only acceleration mode, power can be provided through components 40
and 110 via motors 50 and 220 with prime mover 20 off.
[0133] Fourth prime mover 240 can be a multitude of electric motors
for powering individual accessories. Clutch 245 and mover 240 can
be connected to the front or other locations of prime mover 20 and
could be used in other configurations with reference to FIGS. 1-20.
Advantageously, electric only acceleration can use standard drive
train components and does not produce emissions. The use of prime
mover 240 powered through source 70 for movers 220 and 50 reduces
emissions.
[0134] According to another embodiment, system 2110 as illustrated
in FIG. 21 can also be configured to provide series electric only
acceleration. Mover 20 is used to charge first rechargeable energy
source 70 (e.g., batteries) and is not directly coupled to
transmission 30 or is disconnected from transmission 30 via clutch
165. Mover 240 provides power to accessories 250. Advantageously,
mover 20 can be configured to operate at most efficient RPM and
load. Preferably, motor 240, has a thru-shaft and can act as a
generator while mover 20 powers accessories. Such a system would
have advantages in stop and go type applications where electric
motors can store energy during braking and accelerate vehicle
without having to change the operating RPM of mover 20.
[0135] According to another embodiment, system 2110 as illustrated
in FIG. 21 can also be operated in an ICE only cruise mode. During
steady driving (such as highway driving), ICE prime mover (e.g.,
mover 20) may provide all of the power and electric motors (e.g.,
movers 220 and 50) may be uncoupled (disconnected via clutches)
from the drive train to reduce unnecessary friction and parasitic
loads. Such mode provides best constant power at cruising speeds.
In such a mode, mover 20 can be directly coupled or coupled through
clutch 165 to transmission 30 to provide best efficiency when mover
20 (ICE) can operate at a steady state and in an efficient RPM and
load range. All unnecessary hybrid components can be disconnected
during ICE only cruise mode, as well as any unnecessary loads. When
accelerating or braking, electric motors (or hydraulic motors) may
be temporarily engaged to provide additional propulsion or capture
brake energy for reuse resulting in higher operating efficiency and
lower fuel consumption.
[0136] According to yet another embodiment, system 2110 as
illustrated in FIG. 21 can also be provided in a mode in which
highway speed is maintained by mover 20 and hybrid components are
temporarily engaged to accelerate or slow the vehicle. An ICE
(mover 20) can be used for base cruise power and one or more
electric or hydraulic motors are engaged as needed for additional
acceleration or to slow the vehicle. After the vehicle resumes a
steady highway cruise, components 110 and 40 (e.g., PTOs) can be
disengaged to remove unnecessary resistance of unneeded hybrid
components. Advantageously, such a configuration allows a smaller
horsepower engine to be used in optimal range for maximum
efficiency and reduces large swings required in outputs from mover
20 (e.g., the engine operates less efficiently when required to
provide power to provide large transient loads or when power output
is much higher or lower than its optimal range).
[0137] According to an alternative embodiment, mover 50 can include
a pump or a pump can be placed in between mover 50 and first
component 40. In another alternative, the hydraulic pump could be
placed after or behind mover 50. In this embodiment, power from
source 70 can be utilized to drive pump for hydraulic components
using mover 50. Such configuration would be advantageous when the
vehicle is stationary as power from the batteries (e.g., source 70)
is utilized to operate electric motors and hydraulic pumps.
[0138] According to another embodiment, system 2110 illustrated in
FIG. 21 can be operated in a mode in which mover 20 is operated and
the rotational speed of the hydraulic pump is constant. Component
40 can be engaged so that mover 20 drives the hydraulic pump and
mover 50. If rotation of mover 50 needs to vary due to changes in
required hydraulic flow, a separate PTO can be engaged and used to
recharge batteries while other electric motors can operate
independently to provide power to the pump with varying rotation
speed. As discussed above, the hydraulic pump can be placed between
mover 50 and component 40 or behind mover 50. In an embodiment in
which a second PTO is not available, the rotational speed of the
pump can be kept constant and the output of the pump can be varied
to change flow to meet required hydraulic flow variations. This
configuration is particularly advantageous in digger derrick
applications in which the speed of the auger must be changed by
adjusting flow.
[0139] Referring to FIGS. 22-29, system 2110 may be similar to the
embodiment shown in FIG. 21. However, a fifth prime mover 260 with
a clutch 255 may be provided between first prime mover 20 and
clutch 165. Fifth prime mover 260 may act as a motor to power the
drive train or as a generator to recharge first rechargeable energy
source 70 or provide electrical power to other components of system
10. System 10, as shown in FIGS. 22-29, may advantageously operate
in a variety of modes.
[0140] FIG. 22 illustrates system 2110 in a series mode of
operation as the vehicle is accelerating. First prime mover 20
turns fifth prime mover 260 which charges first rechargeable energy
source 70. Clutch 165 is disengaged to decouple fifth prime mover
260 from transmission 30. First rechargeable energy source 70
provides electrical power to second prime mover 50 and third prime
mover 220 which drive transmission 30 through first component 40
and second component 110, respectively. According to other
exemplary embodiments, only one of second prime mover 50 and third
prime mover 220 may provide power to transmission 30.
[0141] FIG. 23 illustrates system 2110 in a series mode of
operation as the vehicle is accelerating according to another
exemplary embodiment. First prime mover 20 turns fifth prime mover
260 which charges first rechargeable energy source 70. Clutch 165
is disengaged to decouple fifth prime mover 260 from transmission
30. First rechargeable energy source 70 provides electrical power
to second prime mover 50 and third prime mover 220 which drive
transmission 30 through first component 40 and second component
110, respectively. According to other exemplary embodiments, only
one of second prime mover 50 and third prime mover 220 may provide
power to transmission 30. Clutch 245 is engaged so first prime
mover 20 further drives fourth prime mover 240. Fourth prime mover
240 may be used to power on-board accessories 250 and/or recharge
first rechargeable energy source 70.
[0142] FIG. 24 illustrates system 2110 in a parallel mode of
operation as the vehicle is accelerating. Power from both first
prime mover 20 and first rechargeable energy source 70 is used to
power the drive train. First prime mover 20 turns fifth prime mover
260 and transmission 30. Clutch 165 is engaged to couple fifth
prime mover 260 to transmission 30. First rechargeable energy
source 70 provides electrical power to second prime mover 50 and
third prime mover 220 which drive transmission 30 through first
component 40 and second component 110, respectively. According to
other exemplary embodiments, only one of second prime mover 50 and
third prime mover 220 may provide power to transmission 30. First
rechargeable energy source 70 further powers fourth prime mover
240. Clutch 255 is engaged so fourth prime mover 240 is coupled to
first prime mover 20 to assist driving the drive train. To reduce
clutch wear, clutch 165 may be disengaged and second prime mover 50
and third prime mover 220 (via components 40 and 110) may provide
the initial power to accelerate the vehicle. This method may also
reduce or eliminate the need for a torque converter. Once the input
shaft is close to or the same speed as the engine drive shaft,
clutch 165 is engaged to couple first prime mover 20 and
transmission 30.
[0143] FIG. 25 illustrates system 2110 in a cruising mode with
first prime mover 20 providing the power to maintain a relatively
constant speed for the vehicle (e.g., during highway driving).
Unnecessary loads such as unused hybrid components, are
disconnected. Directly coupling first prime mover 20 to drive shaft
32 provides best efficiency when first prime mover 20 can operate
at a steady state in an efficient rpm and load range.
[0144] As shown in FIG. 26, hybrid components of system 2110 may be
temporarily engaged when vehicle is in a cruising mode (FIG. 25) to
slow or accelerate the vehicle. First rechargeable energy source 70
may provide additional power to the drive train through one or more
prime movers to accelerate the vehicle. After vehicle resumes a
steady highway cruise, the additional prime movers can be
disengaged (e.g., by disengaging components 40 and 110) to remove
unnecessary resistance of unneeded hybrid components. Temporarily
using hybrid components to provide additional power to the drive
shaft allows a smaller horsepower engine to be used in its optimal
range for maximum efficiency. Large swings in required output from
the ICE are further reduced. Internal combustion engines generally
operate less efficiently when required to provide large transient
loads or when power output is much higher or lower than the optimal
range. As alternative embodiment, additional prime movers may be
engaged if needed to slow or accelerate the vehicle. For example,
second prime mover 50 can be coupled to transmission 30 through
first component 40 to provide additional acceleration or slow the
vehicle.
[0145] To reduce idle time of the internal combustion engine, first
prime mover 20 may be turned off when the vehicle is stationary, as
shown in FIG. 27. Second prime mover 50 is powered by first
rechargeable energy source 70 and drives accessory 60 and equipment
100. According to other exemplary embodiments, accessory 60 may be
provided between first component 40 and second prime mover 50 (as
shown in FIG. 13).
[0146] As shown in FIG. 28, first prime mover 20 may be used to
recharge first rechargeable energy source 70. According to one
exemplary embodiment, accessory 60 is a hydraulic pump. If the
rotational speed of second prime mover 50 needs to vary (e.g., to
accommodate changes in required hydraulic flow), component 110 is
engaged and used to recharge first rechargeable energy source 70
through third prime mover 220. Second prime mover 50, meanwhile,
can operate independently to provide power to accessory 60 with
varying rotation speed. First rechargeable energy source 70 may
further provide power to fourth prime mover 240 to drive on-board
accessories 250. According to another exemplary embodiment, if the
rotational speed of the hydraulic pump is constant, component 40
may be engaged so that first prime mover 20 drives accessory 60 and
second prime mover 50 without the intermediate recharging step.
According to still another exemplary embodiment, rotational speed
of second prime mover 50 may be varied and component 110 may be
absent. The system may be charged while varying flow by keeping the
rotational speed of accessory 60 constant while varying the output
of the pump to change flow (e.g. on a digger derrick application in
which the speed of the auger must be changed by adjusting
flow).
[0147] As shown in FIG. 29, first prime mover 20 may be used to
recharge first rechargeable energy source 70. First prime mover 20
turns fifth prime mover 260 which charges first rechargeable energy
source 70. Clutch 165 is disengaged to decouple fifth prime mover
260 from transmission 30. Second prime mover 50, meanwhile, can
operate independently to provide power to accessory 60 with varying
rotation speed. First rechargeable energy source 70 may further
provide power to fourth prime mover 240 to drive on-board
accessories 250.
[0148] According to another exemplary embodiment, system 10 may be
an idle reduction system. An idle reduction system may have a
configuration similar to any previously described embodiment of
system 10 but is not configured to provide power back to first
prime mover 20 and drive shaft 32 (e.g., the drive train). Instead,
component 40 only provides power in one direction (e.g., component
40 does not back-drive into transmission 30). Such a system 10 does
not require additional software, calibration and control
electronics that is required for the integration of a hybrid drive
system. Such a system 10 may also not require sophisticated thermal
management systems and higher capacity motors and drive
electronics. Such a system 10 may include an optional secondary
rechargeable power source 90 such as an accumulator and/or an
optional APU 80 or may even include a connection to a power grid.
Similar to the embodiment shown in FIG. 14, system 2110 may include
an optional clutch 160 between component 40 and second prime mover
50 or accessory 60. If system 10 does not include a second
rechargeable power source 90 such as an accumulator, system 10 may
include air, wireless or fiber optic controls. If system 2110
includes a second rechargeable power source 90, no additional
control system is required (e.g., the accumulator forms a closed
centered hydraulic system with hydraulic controls).
[0149] As an example, in one idle reduction configuration, a PTO
with an integrated clutch is connected to a transmission and is
coupled to a hydraulic motor. The hydraulic motor has a thru-shaft
and is also coupled to an electric motor. The motor may be an AC
motor or a DC motor. Batteries supply energy to the motor,
electronics control motor speed and turn motor on and off. The PTO
may be disengaged from the transmission to allow the electric motor
to move the hydraulic pump. It may be necessary to modify the PTO
to allow the shaft to spin freely when not engaged with the
transmission. When the batteries reach a low state of charge, or
the electric motor speed slows below an acceptable level due to low
battery energy, the prime mover (usually a diesel or gas engine) is
started. The engine rpm is adjusted so that the PTO shaft will
provide the needed rotational speed for the hydraulic pump. PTO is
then engaged and drives the hydraulic pump.
[0150] The batteries can be charged through the electric motor, or
through a vehicle alternator, or alternatively the batteries may
remain depleted at the job-site and recharged once the vehicle
returns to a location in which power from the grid can be used to
recharge the batteries. If batteries remain depleted, the engine is
started, PTO is engaged and hydraulic pump or other auxiliary
equipment often used on a work truck at a job-site is mechanically
powered by the first prime mover (ICE).
[0151] The location to charge the vehicle may be a garage with a
charging station or an ordinary plug. Using only grid power to
recharge the batteries can simplify the idle reduction system. A
separate vehicle monitoring system may record if the batteries are
recharged at a garage overnight, or if the batteries need to be
serviced or replaced. Such a system may send a signal via a link
(such as cellular, satellite, or wireless local area network, or a
wired connection) to a fleet management system so that fleet
personnel can take action to maintain system or train vehicle
operators.
[0152] The battery system may be designed to be modular and easy
for replacement battery modules to be installed. A modular,
replaceable battery system can allow a vehicle to use a lower cost
battery initially that has a shorter useful life and then replace
it when the existing battery no longer can store sufficient energy,
with the same type of battery, or a more advanced battery. A
replaceable battery system may be beneficial since lower cost
batteries can be used until more advanced batteries capable of more
energy storage, lower mass and greater service life are available
at lower costs. The battery system may have electronics integrated
in a module and may include thermal management. The electronics may
produce uniform input and output electrical characteristics,
allowing for different battery technologies to be used, without
affecting idle reduction performance. The battery may also be
designed for quick replacement. Such a design could make it
possible to use batteries that are charged at a base station.
Batteries at a base station may provide power for a facility or to
the grid when not needed for a vehicle. There may be additional
electronics integrated with the battery module including monitoring
circuitry to record power available, power used, how much of the
battery life has been reduced (possibly based upon overall percent
discharge, rate of discharge and recharge, average operating
temperature, frequency of balancing various cells or frequency of
achieving full state of charge). Such a system may allow for rental
of a battery system or payment based upon battery usage and
estimated reduction in battery useful life. This type of modular
battery system can also be used on other embodiments of hybrid
systems described in this disclosure.
[0153] As has been discussed, systems 10, 610, 810, 910, 1010,
1110, 1210, 1310, 1410, 1510, 1610, 1710, 1810, 1910, 2010 and 2110
may perform many different functions. The function of the various
exemplary embodiments of systems 10, 610, 810, 910, 1010, 1110,
1210, 1310, 1410, 1510, 1610, 1710, 1810, 1910, 2010 and 2110 may
change based on the behavior of the vehicle that includes systems
10, 610, 810, 910, 1010, 1110, 1210, 1310, 1410, 1510, 1610, 1710,
1810, 1910, 2010 and 2110. For example, when the vehicle is
braking, regenerative braking may be used to recharge first
rechargeable energy source 70 and/or second rechargeable energy
source 90. During acceleration, first rechargeable energy source 70
and/or second rechargeable energy source 90 may be used to provide
power to the drive train. When the vehicle is parked, on-board
equipment 100 such as a hydraulic lift may be activated. Such a
hydraulic lift would draw power from second rechargeable energy
source 90 (e.g., a hydraulic accumulator) or be driven directly by
an accessory 60 such as a hydraulic pump. Once the lift is raised
and stops, hydraulic fluid no longer flows. In this position,
second rechargeable energy source 90 does not have to be charged
and accessory 60 does not have to run to keep the hydraulic lift
raised. Therefore, when the lift is not moving, second prime mover
50 may be turned off to reduce unnecessary consumption of energy
from first rechargeable energy source and first prime mover 20 may
be turned off to reduce unnecessary idling. Prime mover 20 may
remain off when the vehicle is parked if there is sufficient energy
in rechargeable energy sources for equipment, or "hotel loads", or
power that is exported from the vehicle to power tools or lights or
other loads. Systems 10, 610, 810, 910, 1010, 1110, 1210, 1310,
1410, 1510, 1610, 1710, 1810, 1910, 2010 and 2110 may include
sensors and a control system to automatically turn on and off first
prime mover 20, second prime mover 50, accessory 60, or other
components of systems 10, 610, 810, 910, 1010, 1110, 1210, 1310,
1410, 1510, 1610, 1710, 1810, 1910, 2010 and 2110 when they are not
needed thereby conserving fuel and reducing emissions.
[0154] According to various exemplary embodiments, the elements of
systems 10, 610, 810, 910, 1010, 1110, 1210, 1310, 1410, 1510,
1610, 1710, 1810, 1910, 2010 and 2110 may be coupled together with
fluid couplings according to a twelfth embodiment. One exemplary
embodiment of such coupling 170 is shown in FIG. 17 coupling a
component 40 to a second prime mover 50. Fluid coupling 170
includes one or more hydraulic motors/pumps 172 and a fluid channel
174 that couples together the hydraulic motors/pumps 172. While
fluid couplings 170 may increase the cost of systems 10, 610, 810,
910, 1010, 1110, 1210, 1310, 1410, 1510, 1610, 1710, 1810, 1910,
2010 and 2110, they allow greater flexibility in the placement of
the various elements of systems 10, 610, 810, 910, 1010, 1110,
1210, 1310, 1410, 1510, 1610, 1710, 1810, 1910, 2010 and 2110 over
that which would be generally possible if the elements are coupled
with mechanical shafts.
[0155] According to another exemplary embodiment, a Vehicle
Monitoring and Control System which oversees the various inputs to
the traction system. The VMCS manages the following input/outputs
in order to determine the amount and frequency of the power being
applied to the PTO in order to maintain vehicle drivability and
optimize overall efficiency:
[0156] Accelerator pedal position
[0157] Engine throttle position
[0158] Battery voltage
[0159] Vehicle speed
[0160] Torque request
[0161] During driving, two specific modes are entered: 1)
acceleration mode and 2) stopping mode. During acceleration mode,
the system routes power from the electric motor through
transmission to the wheels. During stopping mode the electric motor
provides resistance through the transmission to wheels in order to
create electrical energy while stopping the vehicle (also called
regenerative energy).
[0162] Others such as Gruenwald and Palumbo '165 used a AC
induction motor which produces less torque than the motor (for a
given weight and size)
[0163] Another embodiment has selected a permanent magnet motor
which provides the additional torque for launch assist and
regenerative breaking to make the system more effective. Palumbo
makes a note that the 215 frame is the largest induction style
motor which can fit, which limits the power of the machine
utilized.
[0164] Another embodiment also alters the way the transmission
shifts now by changing the CAN (vehicle network) commands for
down/up shifting in order provide undetectable power blending from
the electric motor and the engine through the transmission to the
wheels.
[0165] In addition the transmission's torque converter is locked
and unlocked. The variable state torque converter on the
transmission types being used with the PTO Hybrid technology is to
reduce the effective losses in the engine and torque converter
during regenerative braking
[0166] In this way, the vehicle monitoring and control system
(VMCS) which incorporates the Driver Interface Node (DIN),
Auxiliary Power Unit controller (APUC), Charge Port Interface
(CPI), Battery management System (BMS), and the Master Events
Controller (MEC) as well as other subsystems oversees control and
changeover between operating modes as well as the details of power
blending, shift control, torque converter locking and unlocking,
damping control, and safety aspects of regenerative braking in the
midst of anti-lock or stability control events.
[0167] Therefore, the vehicle power drive system of certain
embodiments includes an internal combustion engine connected
through a transmission to drive wheels of the vehicle. The
transmission has a power take off (PTO) and PTO output gear. A
parallel hybrid drive system, which is connected to the PTO
includes an electric motor, an energy storage system (such as, for
example, a battery system) and a vehicle monitoring and control
system (VMCS). The electric motor is connected through a shaft to
the PTO for bi-directional power flow. Typically, the electric
motor operates an accessory device such as a hydraulic pump, an air
compressor and a mounted accessory. The energy storage system is
connected to the electric motor for sending and receiving electric
power. The vehicle monitoring and control system (VMCS) has:
[0168] a) a first, accelerating mode for delivering electric power
from the energy storage system to the electric motor, to provide
drive power to the transmission for supplementing drive power being
delivered by the engine to the wheels of the vehicle and,
[0169] b) a second, deceleration mode having the electric motor
receive shaft power from the PTO while acting as a generator, to
provide regenerative braking and recharging the energy storage
system when the engine is not delivering power to the wheels,
wherein further the PTO can be disengaged from the transmission,
allowing the electric motor to freely provide power to the
aforesaid accessory device from the energy storage system.
[0170] The PTO is connected to a PTO output gear in the
transmission. The aforesaid energy storage system preferably
includes a battery pack, a battery charger for charging the battery
pack using an outside electric power source, and a battery
management system. The electric motor can have an optional
auxiliary power take off, which can be disengaged when the VMCS is
in the first mode. The VMCS optionally includes a dampening
function to reduce vibration and gear backlash in the PTO when
engaging either a switching mode, wherein the dampening function
monitors the velocity and speed of the electric motor, thereby
creating a closed-loop feedback loop to ensure smooth and efficient
operation of the vehicle power drive system. The electrical motor
can optionally be a permanent magnet motor providing additional
torque during the aforesaid first accelerating mode and more
regenerative power in the aforesaid second deceleration mode.
[0171] The VMCS preferably monitors accelerator pedal position,
engine throttle position, battery voltage, vehicle speed, and/or
torque request to determine the amount and frequency of power being
applied to the PTO for maintaining vehicle drivability and optimize
overall efficiency.
[0172] The hybrid system preferably includes a high voltage DC
connection center between the energy storage system and an inverter
for the electric motor to control electric power flow between the
energy storage system, such as, for example, a battery system, and
the electric motor.
[0173] The VMCS preferably has a third park/neutral mode in which
the electric motor recharges the battery pack. Additionally, the
VMCS preferably has a fourth, all-electric stationary mode with the
engine shut down, in which the electric motor operates the
auxiliary power take off.
[0174] In general, the vehicle power drive system of the present
includes an internal combustion engine connected through a
transmission to drive wheels of a vehicle, with the transmission
having a power take off (PTO), wherein the drive system is
retrofitted by the steps of:
[0175] a) connection a parallel hybrid drive system to the PTO
through a bi-directional power flow shaft, wherein the parallel
hybrid drive system comprising an electric motor, an energy storage
system, and an vehicle monitoring and control system (VMCS);
and,
[0176] b) the VMCS controls the parallel hybrid drive system to use
the electric motor to supplement drive power to the wheels of the
vehicle when the internal combustion engine is driving the wheels
and provides regenerative braking when the engine is not delivering
power to the wheels whereby the battery in the parallel hybrid
drive system is recharged.
[0177] The retrofitting can also include the step of connecting the
PTO to a torque converter in the transmission, as well as the step
of recharging the energy storage system using an outside electric
power source. The retrofitting can also include the step of
withdrawing auxiliary power from the electric motor when the
electric motor is recharging the energy storage system, or the step
of disengaging the auxiliary power take off when the electric motor
is delivering shaft power to the transmission.
[0178] Preferably, the VMCS uses a dampening function to reduce
vibration in the PTO when switching between supplemental drive
power and regenerative braking. The VMCS preferably also monitors
accelerator pedal position, engine throttle position, battery
voltage, vehicle speed, and/or torque request to determine the
amount and frequency of power being applied to the PTO for
maintaining vehicle drivability and to optimize overall
efficiency.
[0179] The hybrid system can use a high voltage DC connection
center between the energy storage system and an inverter for the
electric motor, to control electric power flow between the energy
storage system and the electric motor, which can also recharge the
energy storage system during park or neutral position of the
transmission.
[0180] The VMCS also provides a method for tuning the amount of
power provided for launch assist and regenerative braking power
applied in the forward and/or reverse direction, wherein further
the VMCS has a tuning charge for the setting provided for each
gear, the settings including pedal position vs. positive or
negative torque applied, battery voltage vs. torque provided,
torque provided vs. state of charge (SOC), and driver inputs
including system disable.
[0181] The system also shifts through the gear, and the
transmission provides a signal over the vehicle data network to,
wherein the VMCS, in order to provide advanced notice of a shift
event, and wherein further based upon this information and the
pedal position, so that the VMCS can increase or decrease the power
provided to the electric motor, allowing for smoother and more
efficient shifting, thereby enhancing the vehicle ride and reducing
fuel consumption.
[0182] The VMCS also preferably interfaces with any original
equipment manufacturers (OEM) vehicle data system in order to
eliminate or reduce regenerative braking based on anti-lock or
traction control events.
[0183] FIG. 30 is a high level functional illustration of another
embodiment of a hybrid vehicle drive system. The illustration shows
the interrelation of all the systems the proposed parallel hybrid
propulsion system as affixed to an automatic transmission (2)
powered by an internal combustion engine (1) in a class 6, 7 or 8
bus or truck.
[0184] Elements (1), (2), (3), (7) and (8) are typical components
found in a conventional Class 6, 7 or 8 truck or bus. These include
the internal combustion engine (1), the transmission (2), a power
take-off (PTO) element (3), wherein the transmission (2)
communicates with a differential (7) driving wheels (8). Those
skilled in the art understand the operation of these components and
how they interact with each other under typical driving
conditions.
[0185] The mechanical portion of the embodiment is illustrated in
the elements including PTO device (3), electric power (4), power
electronics/battery (5), Vehicle Monitoring and Control System
(VMCS) (6) and an auxiliary device (10A), such as a compressor. The
PTO element (3) is connected to an electric motor (4) with a short
driveshaft (9). The shaft (9) can transmit power into or out of the
PTO element (3). The electric motor (4) is powered by a power
electronics/battery system (5), also a bi-directional system which
can provide power to, or accept power from the electric motor (3)
which is acted on mechanically via the PTO (3).
[0186] The Vehicle Monitoring and Control System (VMCS) (6)
oversees the operation of the power electronics/battery system (5)
by monitoring the inputs described above along with providing
output data to the driver and/or other on-board vehicle
systems.
[0187] An optional auxiliary device, (10) such as a compressor
(10), can be mounted on the electric motor end shaft. These
auxiliary systems can include a variety of rotating machines used
to transmit fluids and/or power via the PTO.
[0188] Operational Modes:
[0189] The following diagrams shown in FIGS. 31-37 are
illustrations of the power flow in each of the operational modes
that the PTO Hybrid can be operated within:
[0190] FIG. 31 is an Overall system diagram.
[0191] FIG. 32 is a Driving mode during acceleration.
[0192] FIG. 33 is a Driving mode during deceleration.
[0193] FIG. 34 is a Driving mode during park/neutral.
[0194] FIG. 35 is a Stationary mode during an all electric
operation.
[0195] FIG. 36 is a Stationary mode during engine operation.
[0196] FIG. 37 is a Plug in mode during battery charging.
[0197] FIGS. 33-37 illustrate the flower of mechanical energy,
electrical energy, controls power and control logic within each of
the operational modes.
[0198] FIG. 31 shows major subsystems and elements used in a PTO
hybrid system of this embodiment. Most of the blocks shows are
self-explanatory, however some may need elaboration. Note the
"battery isolator/combiner" (15) on the left center; this controls
connections between the vehicle battery (16) and a separate 12V
battery (17) which operates control systems as well as "Heating
System" (18). The central block "High Voltage DC Connection Center"
(19) has 3 connections; to the inverters (20A) which convert DC
from the battery packs to AC to operate the PM motor, and to the DC
to DC converter (21) which steps the 600 VDC down to 12V for
typical vehicle loads including connections to both 300V battery
packs, SES1 (25) and SES2 (26) with their own local management
systems and chargers. The AC charge port (30) on the right connects
through charge port interface (31) (CPI) to both battery chargers.
Note that the "Electric Motor" (4) which is used through the "PTO
clutch" (3) for both acceleration and regenerative braking also
powers a "Hydraulic Pump" (35) for buckets hydraulics. Auxiliary
power unit controller (37) ("APUC") and driver interface node (38)
(DIN) provide the power requirement to the Motor/Drive Inverter
motor based on the accelerator pedal position and the power
required during stationary mode operation respectively, with the
"Motor Drive/Inverter" (20A) which in turn provides electric energy
to the electric motor.
[0199] In FIG. 32, during the acceleration mode, power flows from
both 300V battery packs, through the high voltage DC connection
center (19), and the motor drive/inverter (20A) to the electric
power (4) which drives the wheels (8) through its PTO entry point
blending its power with that from engine 91). This launch assist is
controlled by demand as well as the charge status of battery packs
SES1 (25) and SES2 (26); it recycles energy gathered during braking
to reduce fuel consumption and pollution.
[0200] In contrast, in FIG. 33 during the deceleration mode,
mechanical power flows from the differential (7) and gear box
through the PTO (3), spinning the electric motor (4) as a generator
to charge up both 300V battery packs through the motor
drive/inverter (20) and the high voltage connection center (19).
Thus energy which would have been wasted as heat in the brakes is
recovered for later use.
[0201] FIG. 34 shows a typical operation while the vehicle is in
"Park/Neutral" with the engine (1) running whereby engine power can
be used to spin the electric motor (4) through the PTO (3) as a
generator to top up both 300V battery packs and/or power the
auxiliary drive. Note that in this mode the hydraulic pump (35) is
disengaged from the electric motor (4).
[0202] FIG. 35 shows activity which can be supported by the PTO
hybrid system of this invention while the vehicle is parked with
the engine (3) off. In this mode, no site pollution or emissions
are generated, and engine noise is absent. All power is provided
from the two 300V battery packs. This all-electric mode can power
bucket hydraulics, auxiliaries, and charging of vehicle 12V battery
916) as well as a 12V battery through a DC/DC converter 921). The
bold power arrows show the flow paths.
[0203] FIG. 36 shows the power flow for the engine-driven
counterpart stationary mode. In this mode all power is derived from
the engine (1), and the 300V battery packs can be recharged via
engine power. This mode can be used briefly until the 300V
batteries are charged if they had been depleted at a work site in
all-electric mode. However, this mode can also supply bucket
hydraulics since the motor 94), while spun by the engine (1) as a
generator to charge the 300V battery packs, is also shaft-connected
to the hydraulic pump (35).
[0204] FIG. 37 is a diagram showing the connections for plug-in
charging at a charging station. 12V battery chargers not part of
the vehicle system are used to charge the two 12V batteries, while
the chargers built into 300V packs SES1 (25) and SES2 (26) are used
to charge those high voltage packs.
[0205] It is also important to note that the arrangement of the
hybrid drive system components, as shown, are illustrative only.
Although only a few embodiments of the present disclosure have been
described in detail, those skilled in the art who review this
disclosure will readily appreciate that many modifications are
possible (e.g., variations in sizes, dimensions, structures, shapes
and proportions of the various elements, values of parameters,
mounting arrangements, materials, colors, orientations, etc.)
without materially departing from the novel teachings and
advantages of the subject matter recited herein. Further, the
discussions related to optional clutches apply to other embodiments
described with respect to other Figures. For example, although an
APU 80 and optional clutches are shown in various embodiments, they
can be removed from the system without departing from the scope of
the invention unless specifically recited in the claims.
Accordingly, all such modifications are intended to be included
within the scope of the present disclosure as described herein. The
order or sequence of any process or method steps may be varied or
re-sequenced according to alternative embodiments. Other
substitutions, modifications, changes, and/or omissions may be made
in the design, operating conditions and arrangement of the
preferred and other exemplary embodiments without departing from
the exemplary embodiments of the present disclosure as expressed
herein.
* * * * *