US 9,067,591 B2 · Hybrid vehicle propel-charge bias control method

Abstract

A hybrid-electric vehicle carries batteries for storing reserve electrical power. The batteries have a state of charge which is monitored by a control system. The state of charge indicates the amount of reserve electrical power available and, under some conditions, the rate at which reserve electrical power can be sourced as electric current. The vehicle further includes an internal combustion engine which can, depending upon vehicle configuration, be used to propel the vehicle, to drive an electrical machine to source electric current for storage, or to drive the electrical machine to source electric current to power a traction motor(s). The control system provides, in response to operator requests for propulsion and in response to the state of charge of the batteries, for allocating available power between propulsion and battery charging.

A hybrid vehicle comprising:

drive wheels for propelling the vehicle along an underlying surface;
a drive train comprising a combustion engine, a first electric motor/generator, a second electric motor/generator, a planetary gear set having a first input, a second input, and an output, a first clutch coupling the combustion engine with the first input of the planetary gear set, a second clutch coupling the combustion engine with the first electric motor/generator, a third clutch coupling the first electric motor/generator with the second electric motor/generator, a coupling which couples the second electric motor/generator with the second input of the planetary gear set, and a transmission coupling the output of the planetary gear set with the drive wheels;
electric storage batteries;
and a control system for selectively engaging and disengaging each of the first, second, and third clutches to place the drive train in a selected one of multiple possible drive train configurations as a function of state of charge of the electric storage batteries and a request for propulsion of the vehicle in which the possible drive train configurations comprise:
1) a first configuration in which the first, second, and third clutches are disengaged and the second electric motor/generator operates as a traction motor powered by the electric storage batteries to provide the entire drive for driving the drive wheels;
2) a second configuration in which the first and third clutches are disengaged, the second clutch is engaged, the combustion engine drives the first electric motor/generator as an electric generator to charge the electric storage batteries, and the second electric motor/generator operates as a traction motor powered by the electric storage batteries to provide the entire drive for driving the drive wheels;
3) a third configuration in which the first and second clutches are disengaged, the third clutch is engaged, and both the first electric motor/generator and the second electric motor/generator operate as traction motors powered by the electric storage batteries to provide the entire drive for driving the drive wheels;
4) a fourth configuration in which the first clutch is disengaged, the second and third clutches are engaged, the second electric motor/generator operates as a traction motor powered by the electric storage batteries for driving the drive wheels while the engine drives the first electric motor/generator and in doing so, not only causes the first electric motor/generator to charge the electric storage batteries but also to contribute to driving the drive wheels by virtue of its coupling to the second electric motor/generator via the third clutch;
and 5) a fifth configuration in which the first and third clutches are engaged, the second clutch is disengaged, the first electric motor/generator and the second electric motor/generator operate as traction motors powered by the electric storage batteries to drive the drive wheels, and the engine drives the drive wheels through the first clutch.

6 more elements

Hybrid vehicle propel-charge bias control method

Life of this patent

Hybrid vehicle propel-charge bias control method

Life of this patent

Abstract

Claims2