Front end motor-generator system and hybrid electric vehicle operating method

Patent metadata

Field	Value
Publication number	US-10486690-B2
Application number	US-201615378246-A
Country	US
Kind code	B2
Filing date	Dec 14, 2016
Priority date	Dec 14, 2016
Publication date	Nov 26, 2019
Grant date	Nov 26, 2019

Abstract

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft.

First claim

What is claimed is:

1. A method of operating a hybrid electric arrangement for a vehicle having an internal combustion engine with a front end and a rear end at which an engine flywheel is coupled to a crankshaft of the engine, the hybrid electric drive arrangement including
an integrated switchable coupling located in a region adjacent to the front end of the engine and being configured to selectively engage a drive-side portion of the integrated switchable coupling with an engine-side portion of the coupling coupled to a front end of the crankshaft, wherein the drive-side portion concentrically surrounds at least a portion of a clutch of the integrated switchable coupling along a coupling rotation axis, and
a torque transfer segment configured to transfer torque between a motor-generator and the drive-side portion of the integrated switchable coupling, the torque transfer segment being coupled at a first end to the drive-side portion of the switchable coupling and at an second end to the motor-generator at a location laterally offset from a rotation axis of the integrated switchable coupling,
an accessory drive drivable by the drive-side portion of the integrated switchable coupling and configured to drive at least one engine accessory,
an energy store configured to receive electrical energy generated by the motor-generator and to supply electrical energy to the motor-generator, and
a front end motor-generator controller configured to selectively engage and disengage the switchable coupling, the method comprising the acts of:
determining an energy content of an energy store of the vehicle using an energy store controller;
determining an operating state of the vehicle with the front end motor-generator controller based on operating state information received from at least one of a vehicle sensor and at least one other vehicle controller, the operating state information including at least an engagement state of the switchable coupling and an operating state of the at least one engine accessory,
selecting a torque source for the accessory drive with the front end motor-generator controller based on the energy content and the vehicle operating state, the torque source including torque from the crankshaft, torque from the motor-generator and torque from both the crankshaft and the motor-generator; and
switching the switchable coupling with the front end motor-generator controller based on the determined accessory drive torque source,
wherein the drive-side portion of the integrated switchable coupling is disengaged from the engine-side portion when the selected torque source is the motor-generator and is engaged with the engine-side portion when the selected torque source is the crankshaft or both the crankshaft and the motor-generator.

2. The method of claim 1 , wherein
if the determined energy content of the energy store is lower than a first charge level, in the torque source selecting act the crankshaft is selected as the torque source for the at least one engine accessory and the front end motor-generator controller controls the motor-generator to generate electrical energy,
if the determined energy content of the energy store is above the first charge level and below a second charge level, and the vehicle operating state is at least one of a braking state, a deceleration state and a negative torque event state, in the torque source selecting act the crankshaft is selected as the torque source for the at least one engine accessory, and the front end motor-generator controller controls the motor-generator to generate electrical energy,
if the determined energy content of the energy store is above the first charge level and below a second charge level, and the vehicle operating state is not the braking state, the deceleration state and the negative torque event state, in the torque selecting act the crankshaft is selected as the torque source for the at least one engine accessory and the front end motor-generator controller does not control the motor-generator to generate electrical energy,
if the determined energy content of the energy store is above the second charge level and below a third charge level higher than the second charge level, and the vehicle operating state is at least one of the braking state, the deceleration state and the negative torque event state, in the torque source selecting act the crankshaft is selected as the torque source for the at least one engine accessory, and the front end motor-generator controller controls the motor-generator to generate electrical energy,
if the determined energy content of the energy store is above the second charge level and below a third charge level higher than the second charge level, and the vehicle operating state is not the braking state, the deceleration state and the negative torque event state, in the torque source selecting act the motor-generator is selected as the torque source for the at least one engine accessory, and
if the determined energy content of the energy store is above the third charge level, in the torque source selecting act the motor-generator is selected as the torque source for the at least one engine accessory and the front end motor generator controller does not control the motor-generator to generate electrical energy.

Assignees

• Bendix Commercial Vehicle Systems Llc
• Bendix Commerical Vehicle Systems Llc

Inventors

• Colavincenzo David
• Venegas Diaz Fernando

Classifications

• B60L2240/421

  Speed · CPC title

• B60L2210/30

  AC to DC converters · CPC title

• B60Y2300/91

  Battery charging · CPC title

• B60L2240/54

  related to batteries · CPC title

• B60L2210/10

  DC to DC converters · CPC title