# US 7,608,011 B2 · Hydrogen fuelled hybrid powertrain and vehicle

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- Number: US 7,608,011 B2
- Document ID: US7608011B2
- Status: Granted
- Kind: B2
- Application number: 10/541,055
- Filed: 2003-12-10
- Published: 2006-08-10
- Granted: 2009-10-27
- Earliest claimed: 2003-01-04
- Assignees: Ford Global Technologies, LLC
- Inventors: Tony Grabowski; Arun Jaura; Walt Ortmann; Robert Natkin; Steve Szwabowski; Edward Jih; Bret Oltmans; Adam Denlinger; Jaswant-Jas Dhillon; Yin Chen; Brad Boyer
- Web page: https://patentgrep.com/patent/US7608011B2

## CPC

- B60W 20/10: Controlling the power contribution of each of the prime movers to meet required power demand
- B60K 6/40: characterised by the assembly or relative disposition of components
- B60K 6/445: Differential gearing distribution type
- B60K 6/46: Series type
- B60K 6/48: Parallel type
- B60K 6/54: Transmission for changing ratio
- B60W 10/06: including control of combustion engines
- B60W 10/08: including control of electric propulsion units, e.g. motors or generators
- B60W 20/00: Control systems specially adapted for hybrid vehicles {(hybrid vehicle design, B60K6/00; electric vehicles B60L)}
- B60K 15/07: of gas tanks
- B60W 2510/0671: Engine manifold pressure
- B60Y 2400/435: Supercharger or turbochargers
- Y02T 10/62: Hybrid vehicles
- Y02T 90/40: Application of hydrogen technology to transportation, e.g. using fuel cells
- B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60K: ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60Y: INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION

## Abstract

A hydrogen-powered hybrid powertrain system includes a hydrogen-fuelled internal combustion engine operating at a lean air/fuel mixture, and a supercharger for boosting a primary drive torque produced by the engine primarily over a high operating speed range. An electric motor/generator generates a secondary drive torque for the vehicle, such that the secondary drive torque complements the boosted primary drive torque over at least a low operating speed range of the powertrain. A disconnect clutch disposed between the engine and the motor/generator engages and disengages the engine from the motor/generator, and serves to transfer the boosted primary driver torque through the motor/generator and to a power transmission system. The input at the power transmission is thus a combination of the boosted primary drive torque and the secondary drive torque having an enhanced torque characteristic over at least the low operating speed range.

## Claims

### Claim 1

A powertrain, comprising:
a primary power generating system for generating a primary drive torque, the primary power system having a hydrogen-fuelled internal combustion engine operating with a lean hydrogen gas fuel mixture, the internal combustion engine having at least one air charge boosting device for increasing the primary drive torque at a first range of operating speeds of the powertrain; and
a secondary power generating system having at least one electric torque generating device for generating a secondary drive torque, the secondary power generating system being constructed and arranged such that the secondary drive torque complements the boosted primary drive torque over at least a second operating speed range of the powertrain that is lower than the first range of operating speeds.

### Claim 2 (depends on 1)

A powertrain according to claim 1, wherein the primary power generating system comprises at least one intercooling device.

### Claim 3 (depends on 1)

A powertrain according to claim 1, wherein the primary power generating system comprises a dual stage intercooler.

### Claim 4 (depends on 1)

A powertrain according to claim 1, wherein the primary power generating system comprises a front end accessory assembly optimised for reducing noise, vibration and harshness (NVH) associated with the powertrain.

### Claim 5 (depends on 1)

A powertrain according to claim 1, wherein the primary power generating system is shielded with a sound absorbing baffler to reduce NVH emanating from the air charging device.

### Claim 6 (depends on 1)

A powertrain according to claim 1, wherein the secondary power generating system comprises an electrical motor/generator.

### Claim 7 (depends on 1)

A powertrain according to claim 1, further comprising a disconnect clutch disposed between the primary generating power system and the secondary power generating system for engaging and disengaging the primary power generating system from the secondary power generating system and for transferring the boosted primary driver torque through the secondary power generating system.

### Claim 8 (depends on 1)

A powertrain according to claim 1, further comprising a power transmission system coupled to the output of the secondary power generating system for receiving a combination of the boosted primary drive torque and the secondary drive torque, the combination of the boosted primary drive torque and the secondary drive torque having an enhanced torque characteristic over at least a low operating speed range of the powertrain.

### Claim 9 (depends on 1)

A powertrain according to claim 1, further comprising:
a disconnect clutch disposed between the primary generating power system and the secondary power generating system for engaging and disengaging the primary power generating system from the secondary power generating system and for transferring the boosted primary driver torque through the secondary power generating system; and
a power transmission system coupled to the output of the secondary power generating system for receiving a combination of the boosted primary drive torque and the secondary drive torque, the combination of the boosted primary drive torque and the secondary drive torque having an enhanced torque characteristic over at least a low operating speed range of the powertrain, the secondary power generating system, the disconnect clutch and the power transmission system being packaged as a modular hybrid transmission system.

### Claim 10 (depends on 1)

The powertrain of claim 1, wherein the first range of operating speeds of the powertrain is greater than approximately 2500 revolutions per minute.

### Claim 11 (depends on 10)

The powertrain of claim 10, further comprising a transmission, and wherein the operating speeds of the powertrain is the input speed to the transmission.

### Claim 12 (depends on 10)

The powertrain of claim 10, further comprising:
a low flow rate fuel injector for injecting fuel into the engine when the engine is operating within a first engine speed range; and
a high flow rate fuel injector for injecting fuel into the engine when the engine is operating within a second engine speed range at least some of which is higher than the first engine speed range.

### Claim 13 (depends on 12)

The powertrain of claim 12, wherein the fuel injectors have variable injection flow rates controlled by pulsing the injectors on and off.

### Claim 14 (depends on 13)

The powertrain of claim 13, wherein the low flow rate fuel injector is operable over a first range of flow rates and the high flow rate fuel injector is operable over a second range of flow rates, an upper portion of the first range of flow rates overlapping with a lower portion of the second range of flow rates.

### Claim 15

A powertrain, comprising:
a primary power generating system for generating a primary drive torque, the primary power system having a hydrogen-fuelled internal combustion engine operating with a lean hydrogen gas fuel mixture, the internal combustion engine having at least one air charge boosting device for increasing the primary drive torque;
a secondary power generating system having at least one electric torque generating device for generating a secondary drive torque, the secondary power generating system being constructed and arranged such that the secondary drive torque complements the boosted primary drive torque; and
a control system including at least one control module and configured to:
control the at least one air charge boosting device to increase the primary drive torque over a first range of powertrain operating speeds, and
control the secondary power generating system to boost primary drive torque over a second range of powertrain operating speeds at least a portion of which is lower than the first range of powertrain operating speeds.

### Claim 16 (depends on 15)

The powertrain of claim 15, wherein the first range of powertrain operating speeds is greater than approximately 2500 revolutions per minute.

### Claim 17 (depends on 15)

The powertrain of claim 15, further comprising a transmission, and wherein the operating speeds of the powertrain is the input speed to the transmission.

### Claim 18 (depends on 15)

The powertrain of claim 15, further comprising:
a low flow rate fuel injector for injecting fuel into the engine when the engine is operating within a first engine speed range; and
a high flow rate fuel injector for injecting fuel into the engine when the engine is operating within a second engine speed range at least some of which is higher than the first engine speed range.

### Claim 19 (depends on 18)

The powertrain of claim 18, wherein the fuel injectors have variable injection flow rates controlled by pulsing the injectors on and off.

### Claim 20 (depends on 19)

The powertrain of claim 19, wherein the low flow rate fuel injector is operable over a first range of flow rates and the high flow rate fuel injector is operable over a second range of flow rates, an upper portion of the first range of flow rates overlapping with a lower portion of the second range of flow rates.