RU2473432C1 - Hybrid power plant transport facility with expanded operating performances - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, particularly to hybrid vehicles. Hybrid power plant comprise heat engine, electrical machines, conversion and power accumulation unit, control unit, power recuperation actuator, and actuator of antislipping system and course stability system. Independent electric drive of every wheel is composed of reversible electrical machine. Power recuperation actuator is composed of two reversible electrical machines operated in generator mode. Aforesaid actuator of antislipping system and course stability system is composed of combination of reversible electrical machine and drive axle differential and combination of reversible electrical machine in generator mode, drive axle differential and the other reversible electrical machine in motor mode.

EFFECT: higher operating performances of all systems.

7 cl, 7 dwg

Description

The invention relates to the field of transport engineering, and more specifically to vehicles with a combined power plant with two different types of engines - thermal and electric, in particular to cars, buses with various drive axles drive axles.

There are cars with a combined (hybrid) power plant (KEU), which, along with the implementation of functions traditional for hybrid cars, can improve vehicle patency and affect handling characteristics due to a change in drive type.

A well-known conceptual four-wheel drive car Nissan Redigo presented at the Tokyo Motor Show in 2003 (4x4 Club magazine, No. 2, 2004, p. 18 ... 20), containing two energy sources - a heat engine (TD) and an electrical unit, having a generator and a traction motor. The drive of one leading axis is traditionally carried out by a heat engine, the second by an electric motor through a mechanical gearbox. The scheme of the car Nissan Redigo allows you to improve the cross-country ability of the car and affect the handling characteristics due to a change in the type of drive, because when the electric motor is switched on, the car switches from the front-wheel drive scheme to the all-wheel drive scheme. However, the possibilities of influencing the characteristics of maneuverability and controllability also remain limited, since the type of drive is plug-in, only a change in the center distribution of power is carried out. A controlled change in the proportions of the distribution of torque of the electric motor between the wheels is not implemented.

However, constructions are known that provide a change in the proportions of the interaxle and interwheel power distribution of ICE by means of mechanical devices.

So, according to patent RU 2376174 C1, 2009, on a number of Mitsubishi car models, a change in the proportions of the axle distribution is realized by means of a controlled change in the locking coefficient of the interaxle differential, and a change in the inter-wheel distribution of torques of the rear axle is carried out by a controlled change in the kinematic characteristics of the inter-wheel differential. The introduction into the kinematic chain of the differential of the intermediate gears changes the symmetrical distribution of torques between the wheels to asymmetric in one or the other direction. The solutions significantly complicate the design of the power train of the car. In addition, the change in the inter-wheel distribution of torques in the differential of the rear axle is moderate stepwise in nature, acceptable in terms of affecting the handling of the car, but not effective enough to increase the cross-country ability of the car.

At the same time, KEU can provide new opportunities for controlled changes in the proportions in the distribution of power.

In hybrid vehicles according to US patent 7,195,087 B2, 2007 and variant of patent RU 2389617 C2, 2010, the wheels of one axis are driven from the internal combustion engine, and two electric motors are designed to drive the wheels of the second axis, each of which has a kinematic connection with only one wheel of this car axles (In the variant of patent RU 2389617 C2 - two reversible electric machines).

This solution provides not only a change in the center distribution of power by changing the type of drive - front-wheel drive from the internal combustion engine, rear-wheel drive from two electric machines, four-wheel drive as a combination of the two previous types, but also a change in the wheel-to-wheel power distribution on the electric axis. Thereby, the car’s functionality is expanded in terms of maneuverability and controllability due to the implementation of the traction of one electric motor at the right time on the wheel of this axis in the situation. Moreover, as a positive factor, it is possible to exclude the driveshaft and the cross-axle differential of the second axis, traditional for the power transmission of an all-wheel drive car driven by an internal combustion engine. However, these solutions also have disadvantages that limit the scope of use:

1. The four-wheel drive type is pluggable. The use of electric drive power is real only for a limited time, due to the capacity of the batteries. If the battery capacity is sufficient to start off on an electric traction, to ensure exchange rate correction, then the increase in cross-country ability with all-wheel drive will be possible either for a limited time, or provided the batteries are simultaneously charged by a generator, i.e. with reduced, compared with mechanical, wheel drive, the overall efficiency of the car.

2. In a situation where, according to the conditions of adhesion to the supporting surface, one of the wheels of the axle with the electric drive cannot realize high torque, then the moment of the second motor transmitted to the wheel with satisfactory grip, even in conjunction with the torque from the engine on the other drive axle, may not be sufficient to ensure the movement of the car with increased resistance to movement. In the situation under consideration, the energy potential of only one electric motor is used on the axis with an electric drive. In this regard, the decisions of the patent US 7,195,087 B2 and the variant of the patent RU 2389617 C2 are not practical for purpose-purpose vehicles intended for use not only in the city, but also in difficult road conditions - on snowy roads, on terrain with uneven terrain, high resistance movement.

The closest analogue (prototype) of the invention is a hybrid car according to the patent US 6,740,002 B1, 2004. The patent embodiment provides a drive from the internal combustion engine on one axis of the car in the traditional way in combination with a drive to each wheel of the same axis from an individual electric motor, and a second drive axis - also on each wheel from an individual electric motor. The design capabilities of this option in terms of increasing cross-country ability and directional stability are higher. On the axis with the internal combustion engine, the torque can be increased by additionally connecting the electric motors of this axis, and the change in the proportions of the interwheel torque distribution can be increased by connecting an electric motor of one side on each axis.

However, there are a number of disadvantages due to the insufficient use of the potential capabilities of KEU, which limits the use of such a car in difficult road conditions, namely:

- the type of all-wheel drive is pluggable with the drawbacks described for the design of US 7,195,087 B2;

- in the situation of slipping of one of the axle wheels driven by the internal combustion engine, the internal combustion engine torque cannot be realized on the non-skid wheel - the lack of resistance moment on one wheel does not allow transmitting the internal combustion engine torque to the other wheel. This, as you know, is a property of the traditional differential - with both low and high friction. The energy potential of the motor of the side of the slipping wheel cannot be used in this situation - the torque would be harmful, and the connection of the motor of the non-skid wheel to increase traction may be insufficient. Thus, the total thrust on the axis with the internal combustion engine is provided by only one electric motor. For additional connection of the traction from the internal combustion engine, the use of a traditional anti-slip system with friction-based braking mechanisms will be required. However, this system is expensive from an energy point of view and creates an additional load on the braking mechanisms.

The objective of the invention is to expand the functionality of a vehicle with a combined power plant, ensuring its suitability for use in various road and climatic conditions, combined with a reduction in energy costs.

The technical result obtained from the implementation of the invention is to improve the characteristics of maneuverability and controllability of the car by means of a controlled change in the inter-wheel distribution of power flows of ICE and electric cars, in obtaining additional fuel economy and increasing the life of brake mechanisms, as well as in the universality of the solution in terms of application for various types car drive - with permanent four-wheel drive, with all-wheel drive connected, in a single-axis drive.

To achieve a technical result in a vehicle with a combined power plant (KEU), comprising a heat engine and an electrical unit with at least two traction electric motors, energy conversion and storage units, a KEU control unit, with a power transmission between the heat engine and wheels through at least one drive axle having a gearbox with final drive and differential, with individual (independent) kinematic connection of each of two electric motors with a corresponding wheel in traveling axle, each electric motor separately forming an actuator of the traction control system (PBS) and the exchange rate stability system (SKU), the mode of action of which is to create asymmetric traction forces on the axle wheels, according to the invention, on at least one driving axle with a base power axis driven by a heat engine, an independent electric drive of each axle wheel is made by means of a reversible electric machine (OEM), while the vehicle has an actuator p energy co-operation during vehicle deceleration, formed by a combination of two OEMs (in generator mode), and PBS and SKU actuator, formed by both a combination of one OEM in generator mode and a drive axle differential, and a combination of one OEM in generator mode, a drive axle differential and another OEM in the electric motor mode, the method of generating asymmetrical traction forces on the axle wheels is to create braking torque in one OEM and transfer the torque from the internal combustion engine through the differential, corresponding to the braking moment NTU OEM and differential blocking coefficient on another wheel with the possibility of summing with the torque of the second OEM in the generator mode.

In particular cases of implementation of the invention, additional differences are that:

- OEMs are made in a single unit with a sprung reducer of the driving axis, the geometric axes of the OEM are offset relative to the axes of the output links of the gearbox, and the kinematic connection of each OEM with the corresponding output shaft of the gearbox is carried out by gear transmission;

- reversible electric machines are made in a single unit with a sprung gearbox of the drive axle, are located on a common axis with the output shafts of the gearbox and have an individual kinematic connection with them;

- the kinematic connection of each OEM with the corresponding output shaft of the gearbox contains a coupling that allows you to disconnect their rigid connection;

- OEMs are placed on the vehicle’s load-bearing system, and the individual kinematic connection of each of them with the power drive of the wheel from the heat engine is performed by a joint shaft and gear transmission;

- each OEM is placed in the wheel, forming a “motor-wheel” type construction, and, along with this, has a kinematic connection with the drive of this wheel from a heat engine;

- the electrical node of the vehicle further comprises a generator located between the heat engine and the power transmission;

- a drive from a heat engine and a drive from two OEMs are made on only one axis of the vehicle.

The proposed vehicle with a combined power plant provides the possibility of realizing the positive features traditional for hybrid cars - the ability to move the car from place using the thrust of two OEMs in the electric motor mode, slowing the car down by means of the kinetic energy recovery mode in two OEMs, using ICE energy when driving the car to generate electricity in OEM mode generators and recharging power sources. In addition, the invention has a number of additional significant advantages:

1. Increasing the car’s cross-country ability by a controlled change in the asymmetry of the torque distribution on the axis driven by the internal combustion engine, accompanied by a reduction (exclusion) of irrational energy costs inherent in traditional traction control systems based on the braking of the skid wheel. Possible control actions:

- braking of a stalled or suspended wheel by an electric machine in the recovery mode, which ensures the corresponding engine torque is transferred to another wheel by means of an interwheel differential of the power transmission, while the braking torque of the OEM resistance is not used for braking mechanism wear and heat dissipation, as in the well-known PBSs, but to generate electricity;

- the summarized supply of torques of the electric machine and the internal combustion engine to the wheel having a margin of adhesion to the supporting surface;

- the combined action of the drive from the internal combustion engine and two electric machines, one of which operates in the braking mode of the skidding wheel, ensuring the transfer of the internal combustion engine torque to another, lagging wheel having a margin of adhesion to the supporting surface, and the second - in the mode of approaching it (lagging wheel) additional torque.

2. Improving directional stability by asymmetrical power distribution in a situation where the control system detects deviations from a given course. Possible control actions:

- braking one wheel by an electric machine in the recovery mode and transferring the corresponding engine torque to another wheel by means of a differential;

- additional (to ICE) supply of torque by an electric machine to one wheel;

- the combined effect of electric machines, one of which works in the recovery mode, braking the wheel, and the second - in the mode of supplying additional torque to the other axle wheel;

The invention is illustrated by drawings, where Fig. 1 shows, as an example of execution, a diagram of an all-wheel drive vehicle with a KEU in the arrangement of two OEMs in a sprung unit integrated with the drive axle gearbox, the geometric axes of the OEM are offset relative to the axes of the output links of the gearbox, and the kinematic connection of each of them with the drive shaft of the corresponding wheel is gear; figure 2 - diagram of the drive axle of this variant of the car; on figa - diagram of the drive axle gearbox, traditionally including the main gear with a differential and two OEMs with built-in gears. OEMs are located on a common axis with the output shafts of the gearbox and have an individual kinematic connection with them; on figb - OEM with integrated gears additionally have couplings that allow you to disconnect the rigid kinematic connection of each OEM with the corresponding output shaft of the gearbox; figure 4 is a diagram of the drive axle in the installation of two OEMs on the car carrier system, and the kinematic connection of each of them with the drive shaft of the corresponding wheel is carried out by the articulated shaft through the gear set in the crankcase of the unsprung drive axle; figure 5 - diagram of the drive axle with OEM installed in the wheels according to the scheme "motor-wheel" and, along with this, having a kinematic connection with the drive of this wheel from the internal combustion engine; figure 6 is a diagram of a vehicle, KEU which additionally contains a generator located between the internal combustion engine and the power transmission.

The proposed vehicle (Fig. 1, Fig. 2) contains a heat engine 1, for example, an internal combustion engine, with a clutch and a gearbox 2 installed at its output, a transfer case 3, a cardan drive 4 of the drive gearbox 5 of the rear axle, an electrical unit of two, at least reversible electric machines 6, gears 7 of kinematic connection of OEM with corresponding output shafts 8 of the rear axle gearbox, articulated shafts of the rear wheel drive 9, cardan drive 10 of the front axle drive, conversion unit 11, battery pack batteries 12, the control unit KEU 13.

The gearbox 5 of the rear axle, containing the traditional main gear and differential, can be sprung (Fig. 1, Fig. 2, Fig. 3a, Fig. 3b, Fig. 5) or unsprung (Fig. 4).

In the embodiments of FIGS. 1, 2, 3a, 3b, 5, the sprung gearbox is an assembly having two OEMs 6. In this case (FIG. 1, FIG. 2), the geometric axes of the OEM can be offset relative to the axes of the output links of the gearbox, and the kinematic connection of each of them with the corresponding output shaft 8 is carried out by a gear 7, and can be coaxial (figa, fig.3b) to the output shafts 8 of the gearbox 5 and have planetary gears 14 of the kinematic connection of the OEM with the corresponding shaft 8. In execution on figb kinematic connection of each OEM 6 additional has a connector 15.

In the embodiment of FIG. 4, the gears 7 of the individual kinematic connection with the OEM are located in the crankcase of the bridge and are connected to the OEM with articulated shafts 16.

In the embodiment of FIG. 5, OEM 6 are installed inside the wheels according to the “motor-wheel” scheme and at the same time have an individual kinematic connection, directly or via planetary gear 14, with the drive 17 of this wheel from a heat engine.

In the embodiment of FIG. 6, the vehicle electrical assembly further comprises a generator 18 located between the heat engine and the power train.

In private versions of the vehicle may have the following differences:

- the type of heat engine (TD) can be any - a piston internal combustion engine, gasoline or diesel, gas turbine, steam;

- the type of the clutch and gearbox can be determined by the type of the TD, the option of hydrodynamic clutch, electromagnetic clutch, etc. is possible, the gearbox can be any type of step or stepless transmission - mechanical step, hydromechanical, mechanical friction type, etc. ;

- the drive of the vehicle from the heat engine can be carried out on one driving axis, common with the drive from OEM.

The present invention makes possible the following modes of operation of the vehicle.

1. Movement with a drive to the front and rear axles:

1.1. from TD;

1.2. from TD and an additional rear axle drive from two OEMs;

1.3. from TD and an additional drive from one OEM to one of the wheels of the rear axle;

1.4. from the TD with the braking of the drive of one of the wheels of the corresponding OEM in the recovery mode;

1.5. from TD, with an additional drive from one OEM to one of the wheels of the rear axle and with braking of the drive of the other wheel of the second OEM in recovery mode;

1.6. from TD and the operation of two OEMs in the recovery mode;

2. Movement with a drive to the rear axle from two OEMs.

3. Slow down the car:

3.1. vehicle deceleration by two OEMs in recovery mode;

3.2. car deceleration through resistance in the TD (engine braking) and two OEMs in the recovery mode.

In addition, in the private performance of the vehicle, which provides for the installation of a generator between the TD and the power transmission, the driving modes 1.1-1.5, 2, 3.1 and 3.2 are possible in combination with the active mode of the generator, as well as the charging mode of the batteries from the internal combustion engine on a standing car.

Features of the vehicle are explained on a specific example of a car using ICE, mechanical clutch and mechanical gearbox.

Mode 1.1 is designed for a traffic situation when a corrective action from the OEM side is not required in order to increase the car's cross-country ability or to ensure its directional stability. OEM 6 is not involved, the wheel drive is traditionally carried out by power transmission and requires no explanation.

Mode 1.2 provides an increase in traction by combining the power of ICE 1 and two OEM 6 operating in the traction motor mode by a signal from the control unit KEU 13 connected to the vehicle control system (not shown in the diagram of FIG. 1). The torque of each OEM 6 is summed up with the engine torque as follows, depending on the embodiment:

on the corresponding output shaft 8 of the sprung gearbox 5:

- by means of a gear 7 (figure 1, figure 2, claims 1 and 2 of the claims);

- by means of a planetary gear 14 (Fig.3A, claims 1 and 3 of the claims);

- by means of a planetary gear 14 with a coupling 15 (fig.3b, claims 1, 3 and 4 of the claims);

on the corresponding drive shaft of the wheel 17 of the unsprung drive axle 5 by means of an articulated shaft 16 and a gear 7 included in the drive axle (Fig. 4, claims 1 and 5 of the claims);

on the corresponding drive shaft of the wheel 17, connected by a pivot shaft 9 with a sprung gearbox 5, by means of an integrated planetary gearbox 14 "motor-wheels" or directly (Fig.5, claims 1 and 6 of the claims).

The listed kinematic relationships that determine the summation (taking into account the sign) of the OEM and ICE torques in this mode and due to the embodiment, also apply to the description of the subsequent modes of operation of the vehicle.

Mode 1.3 is an element of the vehicle stability control system. When the control system recognizes a deviation from a given trajectory of movement, the control unit KEU 13 gives a command to turn on one OEM 6 corresponding to the deviation in the traction motor mode. Thus, on one wheel, the thrust from the internal combustion engine and the additional thrust of the electric motor are summarized in the same way as described for mode 1.2, the asymmetry of the traction forces on the sides of the car is created, and the trajectory is corrected.

Mode 1.4 - the drive from the internal combustion engine and the braking of the drive of one of the wheels of the corresponding OEM in the recovery mode, is used in two cases.

In the first mode, it is an element of the vehicle stability control system. Unlike mode 1.3, it is used when the control system selects a correction option according to the driving conditions with a decrease in traction on one of the wheels. The control unit 13 gives a command to turn on the recovery mode in the corresponding OEM 6, the OEM resistance that has arisen in connection with this, removes part of the torque from the drive from the internal combustion engine of the corresponding wheel, thereby transferring part of the internal combustion engine energy to electrical energy for recharging the batteries 12. Torque on the other , non-braking wheel in this case is equal to the sum of the moments of resistance from the road and recovery, while the total traction force of the car is reduced by the value of the recovery moment.

In the second case, the mode is designed to increase the patency of the car. When the control system recognizes the beginning of slipping of one of the wheels, the control unit 13 gives a command to slow down the drive of this wheel by turning on the recovery in OEM 6, which has a kinematic connection with this drive. Reduced due to lack of adhesion, the moment of resistance on the skidding wheel is compensated by the moment of resistance in the OEM operating in the recovery mode. The presence of an interwheel differential provides the possibility of transmitting to the non-skid wheel an additional ICE torque corresponding to the realized recovery moment and differential blocking coefficient.

Mode 1.5 is used to increase the cross-country ability of the car in a situation when one of the wheels starts to slip or even appears in a suspended state, and for the car to move, increased traction is required due to the high resistance to movement. The control unit 13 gives the command to slow down the drive of the stalled wheel by turning on the recovery in OEM 6, which has a kinematic connection with this drive, and to turn on the motor mode in the second OEM. Thus, on the wheel with the best condition of the supporting surface, the summation of the internal combustion engine, OEM torque in the electric motor mode and the additional internal combustion engine torque corresponding to the recovery moment of another OEM are realized.

The 1.6 mode is used in the movement of the car when it is necessary to recharge the batteries 12. The control unit 13 puts two OEM 6 into the generator mode and increases the fuel supply to the internal combustion engine to compensate for the increased power consumption for the vehicle’s movement due to the need to overcome the OEM resistance in the generator mode.

Mode 2 - movement with a drive to the rear axle from two OEM 6, is important and effective from an environmental point of view in an urban cycle, when it is advisable to turn off the internal combustion engine at stops and then move the car away from place on electric traction. The mode is also advisable when the car is moving slowly under traffic congestion conditions, when the power consumption for driving is small and the battery capacity 12 can provide acceptable mileage without starting the engine. The individual kinematic connection of OEM 6 with a wheel drive (depending on the version) allows, if necessary, to realize the asymmetry of the traction forces on the sides of the car, if instructed by the control system.

Mode 3.1 provides deceleration of the car without the use of brake control. If you need to slow down the car control system through the control unit KEU 13 gives a command to enable the recovery mode in two OEM 6 with the intensity that corresponds to a given deceleration. Thus, part of the vehicle’s energy is used to recharge the batteries 12. The internal combustion engine is disconnected from the power transmission in the traditional way.

Mode 3.2 in comparison with mode 3.1 is used when a large deceleration rate is required and, according to the conditions of movement, the internal combustion engine cannot be disconnected from the power train. Resistance to movement is created by means of resistance in the internal combustion engine (engine braking) and in two OEM 6, transferred to the recovery mode.

In a private embodiment, when the electrical unit has an additional generator 18, in driving modes 1.1-1.5, 2, 3.1 and 3.2, if necessary, recharge the batteries 12, the control system puts the generator 18 in the active mode of power generation. In this embodiment, the direct connection of the internal combustion engine and the generator 18 allows you to free the power transmission and the wheels of the car from transferring the power of the internal combustion engine to OEM 6 when charging the batteries in motion, respectively increasing the efficiency of the car. However, the presence of OEM 6 allows, if necessary, slowing down the car to carry out the energy recovery mode in them, without resorting to transferring power to the generator 18 through the power transmission of the car. The version with an additional generator 18 also allows you to charge the batteries 12 from the internal combustion engine on a standing car with a neutral gear in gearbox 2.

Claims (7)

1. A vehicle with a combined power plant with enhanced functionality, comprising a heat engine and an electrical unit with at least two traction motors, energy conversion and storage units, a control unit for a combined power plant, with a power transmission between the heat engine and the wheels at least at least one drive axle having a gearbox with final drive and differential, with individual (independent) kinematic coupling of each of the two electro motors with a corresponding drive axle wheel, with each electric motor individually forming an actuator of the traction control system and directional stability system, the mode of action of which is to create an asymmetry of the traction forces on the axle wheels, characterized in that at least on one drive axle with a basic power drive from the heat engine, an independent electric drive of each axle wheel is made by means of a reversible electric machine, while the vehicle has an efficient device for energy recovery during vehicle deceleration, formed by a combination of two reversible electric machines in generator mode, and an actuator of a traction control system and an exchange rate stability system, formed by both a combination of one reversible electric machine in generator mode and a drive axle differential, and a combination of one reversible electric machines in generator mode, the drive axle differential and another reversible electric machine in electric motor mode, The formation of asymmetric traction forces on the axle wheels is the creation of braking torque in one reversible electric machine and transfer of the torque from the internal combustion engine through the differential, corresponding to the braking moment of the reversible electric machine and the differential lock coefficient, to another wheel with the possibility of summing with the second reversible torque electric machine in generator mode. 2. The vehicle according to claim 1, characterized in that the reversible electric machines are made in a single unit with a sprung reducer of the driving axis, the geometric axes of the reversible electric machines are offset relative to the axes of the output links of the gearbox, and the kinematic connection of each reversible electric machine with the corresponding output shaft of the gearbox carried out by gear transmission. 3. The vehicle according to claim 1, characterized in that the reversible electric machines are made in a single unit with a sprung gearbox of the drive axle, are located on a common axis with the output shafts of the gearbox and have an individual kinematic connection with them. 4. The vehicle according to claims 1 and 3, characterized in that the kinematic connection of each reversible electric machine with the corresponding output shaft of the gearbox contains a coupling that allows you to disconnect their rigid connection. 5. The vehicle according to claim 1, characterized in that the reversible electric machines are located on the carrier system of the vehicle, and the individual kinematic connection of each of them with the power drive of the wheel from the heat engine is performed by a joint shaft and gear transmission. 6. The vehicle according to claim 1, characterized in that each reversible electric machine is placed in the wheel, forming a structure of the "motor-wheel", and, along with this, has a kinematic connection with the drive of this wheel from a heat engine. 7. The vehicle according to claim 1, characterized in that the electrical unit further comprises a generator located between the heat engine and the power transmission.

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