Showing papers on "Hybrid drive published in 2002"

Power train with hybrid power source

Abstract: The power train of a motor vehicle employs a hybrid drive including a combustion engine and an electrical machine. The transmission of the power train is shiftable into different gears in dependency upon the operating conditions of the vehicle. Such conditions include a traction condition when the vehicle is propelled by the engine and/or by the electrical machine, a coasting condition when the vehicle is being decelerated with attendant conversion of kinetic energy into electrical and/or rotational energy and storage of converted energy, a cold starting condition when the cold engine is started by the electrical machine, and a warm starting condition when the hot engine is started by the electrical machine and/or by at least one flywheel.

Transfer case for hybrid vehicle

Abstract: A hybrid drive system for a four-wheel drive system arranged to supply motive power to a transfer case from an internal combustion engine and/or an electric motor/generator. The transfer case is comprised of a planetary gearset having a first input driven by the motor/generator, a second input driven by the engine, and an output directing drive torque to the front and rear drivelines. The output of the planetary gearset drives a rear output shaft connected to the rear driveline and further drives a front output shaft connected to the front driveline. The transfer case further includes a second planetary gearset having an input driven by the motor/generator and an output driving the first input of the first planetary gearset. This hybrid drive arrangement permits use of a modified transfer case in place of a conventional transfer case in a traditional four-wheel drive driveline.

Controlling motor vehicle hybrid drive involves using route, vehicle-specific data to derive energy profile for route used in determining strategy, activating drive component according to strategy

Abstract: The method involves controlling the drive depending on current and anticipated driving situation information detected via vehicle internal and external information sources. A driving strategy is determined depending on the information and other factors. The information includes route and vehicle-specific data. An energy profile is produced and used to derive a strategy according to which at least one drive component is activated or deactivated. The method involves controlling the drive depending on information about a current and anticipated driving situation detected via vehicle internal and external information sources in an electronic motor vehicle system. A driving strategy for controlling at least one drive component is determined depending on the information and on energy, safety, comfort, harmful emissions, noise and/or driver type related specifications in the electronic motor vehicle system. The information includes route data combined with vehicle-specific data so that an energy profile associated with the route is produced that is taken into account in determining the strategy and at least one drive component is activated or deactivated according to the strategy.

Process for controlling a starting element for a motor vehicle supplies an ideal value to the element based on vehicle conditions and parameters and the type of driver

Abstract: A process for controlling a starting element (hydrodynamic converter, coupling or hybrid drive of an electrical machine) for a motor vehicle in a creep mode supplies an ideal value to the element based on at least one of vehicle inclination, brake pressure, distance from obstructions and type of driver.

Hybrid drive for hybrid pump, especially for motor vehicle, has planetary drive that can be driven by electric motor and/or mechanical drive

Abstract: The hybrid drive has a planetary drive (22,24,25,26) essentially concentrically arranged about a drive shaft (4), at least one electric motor (17,18) and at least one mechanical drive (6,24). The planetary drive can be driven by the electric motor and/or by the mechanical drive and the electric motor can be used as a drive or as a current generator. AN Independent claim is also included for the following: a hybrid pump with an inventive hybrid drive, preferably for a motor vehicle.

Motion transmitting system for hybrid vehicles

Abstract: The hybrid drive motor vehicle transmission has an internal combustion engine (1) and an electric motor (2). The transmission has parallel primary and secondary transmission shafts (X,X',YY'). The drive has gears (21,42) to transmit drive from the electric motor to the main shaft, which is offset. The main shaft has a first driven shaft (3) driven by the engine and via a clutch, and a secondary driven shaft (4) driven by the electric motor via the gears. The two driven shafts are coaxial and mutually free for rotation.

Control unit for hybrid vehicle

Abstract: A hybrid vehicle includes an electric motor and an internal combustion engine, and can operate in an independent electric motor drive mode and a hybrid drive mode. For this purpose, the vehicle also includes a control unit that controls the operation of the electric motor and the internal combustion engine. The control unit comprises a controller and a plurality of sensors providing information relating to vehicle operation. The controller preferably controls the drive force produced by the motor to reduce the jolt experienced by the vehicle when the engine is engaged during the hybrid drive mode, thereby reducing driver discomfort. Additionally, the controller controls the charging of the battery during all modes of vehicle operation and adequately controls the ratio of the drive force from the motor and the engine that is transmitted to the drive wheels. The controller also preferably controls the increased recovery of kinetic energy from the harnessing of the inertia of the engine during engine shut-off to generate electric power to charge the battery.

Hybrid propulsion system and method for conjoint application of propulsion torque

Abstract: The system has a mechanically coupled internal combustion engine and electrical machine and short- and long-term storage devices. The storage devices are coupled via an electric valve so that when supplying the electrical machine it is first supplied only from the short-term device and the valve connects the storage devices in parallel with the voltage from the short-term device falls to or below that of the long-term device. The system has an internal combustion engine and an electrical machine (15) that are mechanically coupled and apply drive torque to the drive together when the power demanded is high and short- and long-term storage devices charged with different higher and lower charging voltages respectively. The storage devices are coupled via an electric valve so that when supplying the electrical machine it is first supplied only from the short-term device and the valve connects the storage devices in parallel with the voltage from the short-term device falls to or below that of the long-term device. AN Independent claim is also included for the following: (a) a method of common application of drive torque with an internal combustion engine and an electric machine in a hybrid drive system.

A hybrid drive parallel arm for heavy material handling

Abstract: This article discusses a hybrid drive parallel arm driven by cables and cylinders in order to design a compact handling arm, thus enlarging its workspace. Our major objective is to develop a dexterous arm capable of controlling six-degree-of-freedom (DOF) motion of heavy materials. The article includes a basic concept of parallel mechanisms with hybrid actuation, comparisons and evaluations of some types of hybrid mechanisms based on its kinematics and statics, and finally introduces a designed prototype arm.

Analysing hybrid drive system topologies

Abstract: In this thesis a simulation model is presented that enables a comparison of different hybrid topologies, with respect to fuel consumption, emissions and performance. The obtained results stress the properties of the different topologies and form a foundation for the choice of hybrid topology. The simulation models included in this thesis are the result of collaboration with Petter Strandh at the Division of Combustion Engines, Department of Heat and Power Engineering, Lund University. The studied hybrid electric vehicles (HEVs) are restricted to those with an internal combustion engine (ICE), an electrical energy storage and at least one electric machine in the driveline. The goal with the work presented in this thesis is to: # 1. Model hybrid topologies as comparable as possible regarding motor models, battery models, control laws, major energy converters and relevant limitations due to speed and torque. # 2. Compare the number of possible topologies, which increase drastically when adding more clutches, electric machines and other components. Therefore only four, however essential, topologies are chosen for the comparison. The four topologies that have been selected are series, parallel, strigear and power split hybrid. The hybrid topologies have been simulated in two different cycles, the demanding highway cycle US06 and the slower urban cycle ECE15 with its much smoother accelerations. The reference vehicle in the simulations has been a Toyota Prius, an electric hybrid family car, which is available on the market today. As input for the ICE, measured values from a SAAB naturally aspirated gasoline engine has been used, but scaled to better correspond to the ICE in the real Prius. There are many possible parameters in the simulation models, that are adjustable; vehicle chassis parameters, engine, electric machine(s) and battery size and types, losses models, charging strategies and driver behaviour etc. To investigate all of them is possibly interesting but not realistic in this survey. It is not the aim and the result flow would be overwhelming. Therefore six key parameters are chosen and thereafter adjusted one by one. The chosen ones are ICE dynamic response time constant, battery inner resistance, ICE charging gain, engine and motor sizes and finally maximum vehicle speed. The work presents a limited number of results. The results presented have been chosen to illustrate the impact the individual parameter has to the behaviour of the single topology. The results of the simulated topologies have been compared with measurements made by MTC in Sweden and EPA in USA on a Toyota Prius. The received results can be evaluated with the help of different criteria. Two different criteria are shown as an example of how the chosen criteria influence the results; the price of fuel consumption and produced emissions respectively a mutual comparison using weight factors. The results from the simulations made, show that the parallel topology is the most efficient alternative. It is also the topology with the lowest complexity. It should be observed that the differences between the strigear and the parallel hybrid do sometimes not exist or turn to be of advantage to the strigear. The parallel topology however turns to be the preferred choice due to its lower complexity. (Less)

Method for adjusting an operating point of a hybrid drive of a vehicle

Abstract: The invention relates to a method for adjusting an operating point of a hybrid drive of a vehicle: Said hybrid drive comprises an internal combustion engine and at least two electrical engines, as driving engines, and the output shafts of the driving engines can be connected to a drive train of the vehicle in an active manner. Operating points of the electrical engines (14, 16) are adjusted according to a desired output moment (signal 48) and an instantaneous vehicle speed (Signal 44), in such a way that the sum of the mechanical powers and the electrical losses of all of the electrical engines (14, 16) of the hybrid drive (10) is equal to zero.

Method for setting a desired operating condition of a hybrid drive for a vehicle

Abstract: The invention relates to a method for setting a desired operating condition of a hybrid drive for a vehicle. Said hybrid drive comprises an internal combustion engine and at least two electric motors as the drive mechanisms and the output shafts of the drive mechanisms are actively connected to the drive train of the vehicle. The invention is characterised in that a desired operating point of the hybrid drive is set, based on a current power demand (output moment) on the hybrid drive and a current electric power demand of an on-board computer of the vehicle, by determining the speed and the torque of the drive mechanisms. According to the invention, at least one of the electric motors (16) is controlled by a voltage adjustment and the other electric motor(s) (14) is/are controlled by a speed adjustment.

Method for operating a hybrid drive system

Abstract: A method for operating a hybrid drive system of a motor vehicle includes the steps of operating the traction drive using an electrical motor (3) with power supplied from an auxiliary power unit (8), supplying power from an energy storage device (7) to the electric motor (3) when the traction drive demands power which are greater than the maximum possible power output of the auxiliary power unit (8), and supplying power from an internal combustion engine (2) only when the traction drive's power demand is greater than the total maximum possible power output from the auxiliary power unit (8) and from the energy storage device (7).

Method for starting an internal combustion engine of a hybrid drive of a motor vehicle

Abstract: The invention relates to a method for starting an internal combustion engine of a hybrid drive of a motor vehicle. The internal combustion engine and at least one electrical machine can form an operating connection with an output shaft of the hybrid drive by means of a transmission system. According to the invention, the output shaft (34) of the hybrid drive (10) is rotated and at least one of the electrical machines (14, 16) is switched to a generator mode using the transmission system (24) and a controller.

Method for controlling a hybrid drive of a vehicle

Abstract: The invention relates to a method for controlling a hybrid drive of a vehicle. According to said method, the hybrid drive comprises an internal combustion engine and at least one electric motor as the drive mechanisms and the output shafts of the drive mechanisms are actively connected to a drive train of the vehicle. The invention is characterised in that during a negative moment demand (brakes) made on the drive train of the vehicle, the electric motor(s) (16) and the gearbox are controlled based on a characteristic diagram in the generator operating mode.

Regeneration of power in hybrid vehicles

Abstract: Regeneration is one of the important sources of improving fuel efficiency. When designing the drive train of a hybrid vehicle, special attention must be given to this effect. We analyse the effect of regeneration of the braking energy on the design of the electrical motors and of the battery system. We consider a light urban vehicle and a bus to cover the whole spectrum of possible hybrid vehicles. Induction and permanent magnet synchronous traction motors are designed for both vehicles. We compare and analyse the consequences of their design on the regeneration. The battery behaviour is also considered with the various motors. It is shown that the choice of the motors has little effect on the recuperation and that effective recuperation can be obtained relatively easily if the motors and the braking system are adequately designed and matched. The conclusion is valid practically for all types of hybrid drive trains (series, parallel and series-parallel hybrids).

Control device for hybrid drive device

Abstract: PROBLEM TO BE SOLVED: To provide a control device for a hybrid drive device for preventing a shock accompanying a gear shift of a transmission even when control of a motor generator is limited due to charge quantity SOC or the like. SOLUTION: In the control device for the hybrid drive device, an output member is connected to a first source of power, and a second source of power capable of outputting at lease one of positive torque and negative torque is connected to the output member through the transmission. The control device is provided with an operation limiting determination means (a step S21) determining that operation control of at least either one of the first source of power and the second source of power is limited, and a shift point changing means (a step S31) making a shift point for establishing the determination on the gear shift of the transmission when the operation limiting determination means determines that the operation control is limited different from the shift point in the case that the operation control is not limited. COPYRIGHT: (C)2004,JPO&NCIPI

Power driving system

Abstract: The power train of a motor vehicle employs a hybrid drive including a combustion engine and an electrical machine. The transmission of the power train is shiftable into different gears in dependency upon the operating conditions of the vehicle. Such conditions include a traction condition when the vehicle is propelled by the engine and/or by the electrical machine, a coasting condition when the vehicle is being decelerated with attendant conversion of kinetic energy into electrical and/or rotational energy and storage of converted energy, a cold starting condition when the cold engine is started by the electrical machine, and a warm starting condition when the hot engine is started by the electrical machine and/or by at least one flywheel.

Method for controlling the hybrid drive of a vehicle

Abstract: The invention relates to a method for controlling the hybrid drive of a vehicle. Said hybrid drive comprises a combustion engine and at least one electric engine as driving engines. The drive shafts of said driving engines can be connected to a drive train of the vehicle so as to interact therewith. The driving engines (10, 12) are controlled in coordination with an electrically controllable brake system (24) of the vehicle depending on, and taking into account, a negative torque demand.

Method for controlling the operating response of a hybrid drive of a vehicle

Abstract: A method of controlling the operating response of a hybrid drive of a vehicle is described, the hybrid drive having an internal combustion engine and at least one electric motor as the drive motors, and the drive shafts of the drive motors being mechanically linkable to a drive train of the vehicle. A drag torque characteristic curve for the hybrid drive is established by targeted activation of the at least one electric motor.

Motor overspeed prevention controller of hybrid vehicle

Abstract: PROBLEM TO BE SOLVED: To provide a motor overspeed prevention controller of a hybrid vehicle capable of preventing the overspeed of a motor by compensating the number of rotations of a main power source if the overspeed is predicted with one motor out of two motor rotation speeds, while arranging a vehicle speed, target drive torque, and optimum fuel consumption. SOLUTION: The hybrid vehicle is mounted with a hybrid drive system comprising a Ravigneaux-type compound planetary gear train 3 in which a first motor generator MG1, an engine 1, an output gear 4, and a second motor generator MG2 are connected to one another in order of a rotational speed, as in a collinear diagram. A gear ratio is set so that the operation point of the engine 1 falls on an optimum fuel consumption line, and motor rotation speeds N1 and N2 are calculated based on the set gear ratio. If one rotation speed is determined to be oversped, an engine rotation number Ne is corrected to reduce the motor rotation speed N1 or N2. The motor overspeed prevention controller acts this way. COPYRIGHT: (C)2004,JPO

Control device of hybrid drive system

Abstract: PROBLEM TO BE SOLVED: To provide a control device of the hybrid drive system wherein the start of the engine and the change of the output can be performed stably. SOLUTION: In the control device of the hybrid drive system, a secondary power source is linked through a transmission with an output member to which torque is transmitted from a primary power source. The device is provided with an output unstable state judging means (steps S22, S26) which judges unstable state of torque output from the primary power source, and a gear change limiting means (steps S24, S25) which limits gear change by the transmission when the unstable state of the torque output from the primary power source is judged with the output unstable state judging means. COPYRIGHT: (C)2004,JPO&NCIPI

Fuel cell hybrid drive train configurations and motor drive selection

Abstract: The performance and fuel economy of a fuel cell powered vehicle are greatly improved by the use of a hybrid drive train. The hybridization allows taking full advantage of the fuel cell system efficiency characteristics. The fuel cell is thus operated at average power demand where it is the most efficient while the batteries supply the traction motors at low power demand and assist the fuel cell at high power demand. The authors propose to investigate the possible fuel cell hybrid drive trains and to compare them on the grounds of fuel economy and feasibility. Then, based on the conclusions of this first analysis, a discussion of the most suitable electric motors follows. This discussion considers the qualities of electric motors that fit both hybrid drive train and fuel cell traction requirements. The motor drive technologies considered include permanent magnet brushless DC, switched reluctance and induction motor drives.

Method for setting a desired operating state of a hybrid drive of a vehicle

Abstract: The invention relates to a method for setting a desired operating state of a hybrid drive of a vehicle, whereby said hybrid drive comprises an internal combustion engine and at least one electrical machine as drive devices and the output shafts of the drive devices actively co-operate with a drive train of the vehicle. According to the method, an optimal crankshaft speed (signal 64) of the internal combustion engine (10) is determined, depending on the current performance requirement (signal 38) for the drive devices (10, 12) of the hybrid drive (100) and the current performance capacity (signals 46 and 48) of the drive devices (10, 12) of the hybrid drive (100). Said crankshaft speed (signal 64) is set by the co-ordinated control of the drive devices (10, 12) of the hybrid drive (100), while retaining the current performance requirement.

Motor vehicle with hybrid drive feeds electrical energy gained from operation of one electrical machine in generator mode to brake vehicle at least partly to other electrical machine

Abstract: The vehicle has a hybrid drive with a combustion engine and a first electrical machine operable as a motor or generator for coupling to the engine's output shaft. The engine and machine can be coupled to a drive train. A second electrical machine can be coupled to the output shaft. At least one machine can be operated as a generator to brake the vehicle; the resulting electrical energy is fed at least partly to the other electrical machine. The vehicle has a hybrid drive consisting of an internal combustion engine and a first electrical machine operable as a motor or generator for coupling to the engine's output shaft. The engine and machine can be coupled to the drive train. A second electrical machine can be coupled to the output shaft and at least one machine can be operated as a generator to brake the vehicle; the electrical energy gained from the operation of one machine in generator mode is fed at least partly to the other electrical machine.

Motor-generator system for a motor vehicle with hybrid traction drive

Abstract: A motor-generator system of a hybrid drive with an internal combustion engine (ICE) and an electric machine (EM) connected to an energy storage device (BA) via a converter device (CD). The motor-generator system can be used in addition to supply external power consumers (PC) in isolated operation, with little incremental complexity. For this purpose, the electric machine (EM) includes, in addition to a first stator winding (W1) for traction operation, a second stator winding (W2) for isolated generator operation. The second stator winding (W2) is advantageously coupled in transformer-fashion to the first stator winding (W1) and can thus be supplied with magnetizing current from the energy storage device (BA) via the converter device (CD).

Hybrid drive system and method for adjusting a hybrid drive system

Abstract: A hybrid drive system is for a vehicle and includes an intermediate circuit and an energy accumulator. The energy accumulator is connected to the intermediate circuit by way of a diode, whereby a transistor enabling current to flow in an opposite direction is connected parallel thereto. The transistor is placed in a blocking position in order to discharge the energy accumulator and the diode enables current to pass. If the energy accumulator is not used, the diode is also blocked by increasing the voltage of the intermediate circuit with the aid of the voltage on the energy accumulator. In order to charge the energy accumulator, the transistor is conductingly switched. The diode does not allow the current to pass in this direction.

Hybrid drive for motor vehicle has planetary gearing between electric machine rotor and crankshaft

Abstract: The hybrid drive for a motor vehicle has an internal combustion engine (1) with a housing (20) to which the transmission (3) is mounted. The transmission has a first shaft (31) and an electric machine (4) has a stator (40) fixed to the housing. The drive has an epicyclic gearing (5). The gearing crown planetary (51) is fixed to the rotor (41) and the crown (53) is mounted on the engine crankshaft (11). The satellite carrier (52) is fixed to the first transmission shaft (31) and the crown is selectively (6) fixed to the housing. Claims include a control method for the transmission.

Hybrid drive for vehicle, comprising facility for switching from internal combustion engine to electric power as required

Abstract: The drive is a combination of an internal combustion engine (2) and an electric drive (18) working as a starter generator and operating the auxiliary aggregates (34, 36). A first coupling unit (22) can be used for activating either the petrol operated (2) or the electric drive (18) in order to be used for propelling the vehicle, a second coupling unit (34-1, 34-2) can be used for joining the auxiliary aggregates (34, 36) to the electric drive (18) or separating them from the drive if they are not needed temporarily in order to save the power for enabling the electric drive (18) to act as the sole drive when driving the vehicle at a reduced speed.