[go: up one dir, main page]

WO2012016662A1 - Véhicule automobile et procédé pour actionner un véhicule automobile - Google Patents

Véhicule automobile et procédé pour actionner un véhicule automobile Download PDF

Info

Publication number
WO2012016662A1
WO2012016662A1 PCT/EP2011/003787 EP2011003787W WO2012016662A1 WO 2012016662 A1 WO2012016662 A1 WO 2012016662A1 EP 2011003787 W EP2011003787 W EP 2011003787W WO 2012016662 A1 WO2012016662 A1 WO 2012016662A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
electric motor
motor vehicle
energy
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2011/003787
Other languages
German (de)
English (en)
Inventor
Mattias Vesterlund
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of WO2012016662A1 publication Critical patent/WO2012016662A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/448—Electrical distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/119—Conjoint control of vehicle sub-units of different type or different function including control of all-wheel-driveline means, e.g. transfer gears or clutches for dividing torque between front and rear axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0604—Throttle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/40—Torque distribution
    • B60W2520/403—Torque distribution between front and rear axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a motor vehicle according to the preamble of claim 1. Furthermore, the invention relates to a method for driving a motor vehicle according to the preamble of claim 5.
  • a motor vehicle usually has as part of a chassis at least one wheel, preferably four wheels on.
  • the wheels are each arranged in pairs at the ends of each axis and rotatably supported. At least one of the wheels can be understood as part of a drive system.
  • an internal combustion engine coupled to at least one of the wheels is used for driving.
  • a driven axle or an axle with at least one driven wheel is also referred to as the drive axle.
  • At least one electric motor is generally used in addition to the at least one internal combustion engine, wherein the electric motor initially serves to convert the kinetic energy of the motor vehicle when decelerating into electrical energy. This energy is then stored temporarily, in order subsequently to be used again for driving the motor vehicle by means of the electric motor in certain driving situations, in particular when starting up.
  • Electric motors of such so-called “hybrid vehicles” are usually designed only for starting or at low speeds. They therefore only support the combustion engine at low speeds.
  • a disadvantage of the known drive system is that the at least one electric motor is used only supportive in some speed ranges, especially when starting. This is because the power supply used only for temporary storage and thus for short periods such. B. is suitable for starting.
  • the object of the present invention is therefore to provide a motor vehicle with a drive system or a method for driving a motor vehicle which reduces the energy consumption compared with the prior art, in particular when the electric motor is used.
  • the motor vehicle or its drive system has at least one generator.
  • the generator is coupled to the internal combustion engine to provide electrical energy.
  • the electrical energy preferably serves at least in part to operate the at least one electric motor. This ensures that the electric motor is permanently drivable during the entire operating time of the motor vehicle. This is ensured by sufficient fuel, in particular gasoline or the like, for driving the internal combustion engine is carried.
  • the electric motor is operable independently of storage of electrical energy.
  • the internal combustion engine can be decoupled from the drive of the at least one wheel, while the internal combustion engine supplies the electric motor with electrical energy by means of the generator.
  • the motor vehicle is driven by the electric motor by the engine provides sufficient electrical energy by means of the generator.
  • the rotational speed of the internal combustion engine can be varied as a function of the electrical energy required by the electric motor.
  • the power of the internal combustion engine is thus adapted to the power requested by the electric motor. This leads in particular to a change in the energy consumption of the internal combustion engine and preferably to a reduction compared to the use of an internal combustion engine for direct drive.
  • the internal combustion engine drives at least temporarily only or at least substantially only the generator and in particular not the motor vehicle at the same time.
  • the internal combustion engine is operable for this purpose with a constant or at least substantially constant speed. Particularly preferably, this is an at least almost consumption-optimal speed.
  • the internal combustion engine operates at a speed at which, in particular, the maximum power or the maximum torque per energy quantity of the primary energy used, ie, for example, of the fuel, can be achieved.
  • this speed of the engine is tuned with the speed of the generator. This preferably takes place in such a way that the generator supplies sufficient or more than sufficient energy for operating the electric motor in the typical operating conditions at the consumption-optimal rotational speed of the internal combustion engine.
  • the internal combustion engine has at least one, preferably a plurality of cylinders.
  • these are typically a four- or six-cylinder engine, but also eight-cylinder or other embodiments, such as, in particular, a three, five or twelve-cylinder engine.
  • at least one of the cylinders can be activated and / or deactivated.
  • a plurality of cylinders are in particular activated in pairs and / or deactivated.
  • the cylinders can be switched on or off.
  • two or four cylinders can be switched off in a six-cylinder engine. This means that the engine is operated with less than the existing, in particular only two cylinders. This nevertheless provides sufficient power for driving the generator, in particular at a consumption-optimal speed of the internal combustion engine.
  • a transmission preferably an automatic transmission
  • a manual transmission or the like comes into consideration.
  • at least one, preferably at least one further or another of the drive axles can be driven by means of the electric motor.
  • each individual edge can be associated with an electric motor.
  • the electric motor is preferably permanently coupled to the drive axle or the wheel.
  • At least one front axle can be driven by the electric motor and preferably a rear axle by the internal combustion engine.
  • the front axle is a front of the axles of the motor vehicle, while the rear axle is a rear one of the axles of the motor vehicle. But it can also be provided in each case several front axles or rear axles. These can then be jointly, separately or partially drivable.
  • the motor vehicle additionally has at least one energy store.
  • the energy store is preferably a battery, an accumulator, a capacitor, or the like.
  • the energy Memory is preferably used at least for temporary storage or intermediate storage of electrical energy.
  • the energy used may be, in particular, braking energy or excess electrical energy generated by the generator.
  • Braking energy refers to the amount of energy that is released from a higher speed to a lower speed of kinetic energy during braking of the motor vehicle and that can be converted into other forms of energy. By operating the electric motor in a reverse manner as a generator, this kinetic energy can be converted directly into electrical energy and, if necessary, can be stored.
  • the motor vehicle has at least one controller.
  • the control is used in particular for speed and / or load-dependent activation or deactivation of individual components, such as the electric motor, the internal combustion engine, one or more of the cylinders thereof, the generator, or the like.
  • the operation of the transmission, the internal combustion engine, the electric motor or their coupling to one of the axles or to one of the wheels is preferably controllable by the controller.
  • the load-dependent or speed-dependent regulation of the power of the internal combustion engine and / or of the electric motor can also take place.
  • the controller can in turn control the operation of the individual components of the Motor vehicle influence.
  • the controller may operate based on predetermined values.
  • the motor vehicle is at least temporarily driven by the at least one electric motor with at least a portion of the energy provided by a generator.
  • the generator is preferably coupled to the internal combustion engine such that it is driven by the internal combustion engine.
  • the electric motor is powered by the internal combustion engine the generator is supplied with electrical energy.
  • the motor vehicle is driven by a large part or almost all of the energy provided by the generator.
  • the motor vehicle is at least temporarily driven exclusively by the electric motor.
  • operation is preferably provided solely by the electric motor.
  • the electric motor is at least temporarily switched on to support the internal combustion engine for driving the motor vehicle.
  • the internal combustion engine is switched on to support the electric motor for driving the motor vehicle.
  • This is done in particular likewise speed-dependent and / or load-dependent.
  • the motor vehicle is selectively driven exclusively by the at least one electric motor below a predetermined speed value.
  • the speed value can be chosen almost arbitrarily, in particular by the driver. Alternatively, it may be predetermined in particular in the controller.
  • the speed value is in particular at least 30 km / h, preferably 60 km / h, in particular 100 km / h.
  • At least the necessary for driving the motor vehicle by means of the at least one electric motor in particular electrical energy is provided by the generator or fed from the generator to the electric motor.
  • the energy is preferably delivered directly, ie preferably instantaneously or instantaneously, from the generator to the electric motor, in particular without intermediate storage.
  • the internal combustion engine is operated at a constant speed, in particular for providing electrical energy for solely driving the motor vehicle by the electric motor.
  • the electric motor is sufficiently supplied with electric power when it is used for driving the motor vehicle. Due to the constant speed in particular ensures a uniform or constant energy supply.
  • the speed is in a consumption-optimal range, ie that in particular a maximum or optimal torque or such a power at Total consumption is achieved as low as possible.
  • This is typically a medium speed range of the internal combustion engine, for example, about 2200 rpm for a diesel engine or about 3000 rpm for a gasoline engine. This ensures on the one hand the sufficient electrical supply of the electric motor and on the other hand minimizes the consumption of the entire system. Consumption is minimized by the fact that the combustion engine delivers the highest energy efficiency or yield of rotational energy, torque or power in the consumption-optimal range in relation to the energy used. Thus, a maximum of electrical energy can be generated by the generator with minimal primary energy consumption or fuel use.
  • the motor vehicle is at least not driven simultaneously by the internal combustion engine. Conversely, this means that the motor vehicle is at least temporarily driven exclusively by the electric motor.
  • the internal combustion engine serves at least temporarily only to generate electrical energy.
  • the internal combustion engine for power generation can run in the optimum range or speed range.
  • connection or disconnection takes place in pairs.
  • the connection or disconnection is further preferably speed-dependent and / or load-dependent. For example, in a six-cylinder engine, four or even only two of the cylinders may be shut down while still providing sufficient power of the internal combustion engine to maintain electrical energy for the electric motor in nearly all driving situations. With a higher power requirement, cylinders are preferably connected again accordingly. In particular, individual or several cylinders can be deactivated and / or activated separately at least temporarily.
  • the preferably two wheels, in particular one of the drive axles are driven individually or jointly at least temporarily by the internal combustion engine. It is preferably at least one background axle of the motor vehicle or a rear-wheel drive. More preferably, at least temporarily, the preferably two wheels of one of the drive axles are driven separately or jointly by the at least one electric motor.
  • This driven by the electric motor drive axle is in particular a front axle or a front-wheel drive.
  • all wheels or all axes are driven simultaneously by the internal combustion engine or the electric motor, in particular alternatively.
  • a part of the wheels or axles is driven by the internal combustion engine and another part of the wheels or axles by the electric motor.
  • a (so-called mixed) four-wheel drive can thus be implemented. In this four-wheel drive thus separate engines or different engine types are used for different axles or wheels. This saves in particular complex gearbox for load distribution between the driven axles or the wheels.
  • a preferred embodiment of the invention provides that at least a part of the (electrical) energy and / or the braking energy provided by the generator is temporarily stored.
  • the energy is temporarily stored in an energy store or fed to the energy store.
  • the term "braking energy” refers to the energy that is converted from kinetic energy when the motor vehicle is being decelerated into other forms of energy.
  • the braking energy is provided during braking of the vehicle by the electric motor. This is done, in particular, by the electric motor, which in turn operates as a generator, which accordingly provides electrical energy while being driven by the kinetic energy of the motor vehicle.
  • the energy store is preferably an electrical energy store, such as a battery, an accumulator, a capacitor or the like.
  • a controller is provided.
  • the operation of the motor vehicle or its drive or drive system is controlled by the controller.
  • the electric motor and / or the internal combustion engine and / or the power supply or the generator are controlled by the controller. More preferably, the electric motor and / or the internal combustion engine and / or at least one of the cylinders of the internal combustion engine is activated and / or deactivated or switched on and / or off.
  • the internal combustion engine or the generator is controlled such that sufficient electrical energy is provided for driving the motor vehicle by means of the electric motor.
  • the power or speed of the internal combustion engine can be adjusted accordingly, in particular such that the internal combustion engine is operated in the consumption-optimal range.
  • the controller preferably also controls the normal driving operation of the motor vehicle, that is, in particular the acceleration and deceleration, or various other commands by a driver or an operator are evaluated and converted accordingly into a reaction of the vehicle.
  • FIG. 1 shows a perspective view of a motor vehicle with a drive system according to the invention
  • FIG. 2 is a top view of the motor vehicle
  • FIG. 3 is a detailed view of the internal combustion engine of the motor vehicle
  • 4 is a detail view of the electric motor of the motor vehicle with the controller
  • 5 is an overview drawing of the drive system
  • FIG. 6 shows an overview drawing according to FIG. 5 with activated internal combustion engine
  • Fig. 7 is an overview drawing of FIG. 5 with activated electric motor
  • Fig. 8 is an overview drawing of FIG. 5 with activated internal combustion engine and activated electric motor.
  • a motor vehicle 10 is shown.
  • the motor vehicle 10 has a chassis 12, an associated drive system 14 and a body 16.
  • the body 16 and the chassis 12 form the backbone of the motor vehicle 10.
  • the body 16 is shown in Fig. 1 semi-transparent, in order to recognize the inside arranged therein components of the chassis 12 and the drive system 14 and their relative arrangement.
  • the chassis 12 has two axes, namely a front axle 18 and a rear axle 20.
  • the front axle 18 extends in the front region or front region of the body 16 transversely to the direction of travel 22 when driving forward.
  • the rear axle 20 is assigned to the rear region or rear region of the motor vehicle 10 or the body 16. It also extends transversely to the direction of travel 22.
  • the rear axle 20 is formed as a sectionally rigid axle.
  • the connection between the wheels 24 and the rear axle 20 is rotationally fixed in the present case.
  • the rear axle 20 is rotatably mounted in the chassis 12 about its longitudinal axis.
  • the front axle 18 also has two wheels 26 arranged at their ends.
  • the wheels 26 are rotatably mounted relative to the chassis 12 and the motor vehicle 10 together with the front axle 18 about its longitudinal axis.
  • Both the bearing of the front axle 18 as well as the rear axle 20 is rotatable about the respective longitudinal axis of the extending through the respective wheel 24 and 26 section.
  • the wheels 26 of the front Axis 18 are rotatably mounted relative to the chassis 12 and the body 16 about a respective perpendicular axis.
  • the vertical axis is arranged in each case in the vicinity of the respective wheel 26 in a plane with the front axle 18 and perpendicular at least to the section extending through the respective wheel 26.
  • the front axle 18 is accordingly not rigid. Instead, at least two articulated sections are provided, on the one hand allow a good power transmission and on the other hand, a common steering. Accordingly, both the front axle 18 and the rear axle 20 are each subdivided into a plurality of axle sections 28.
  • the chassis 12 also has brakes, not shown here, which are associated with the wheels 24 and 26, respectively.
  • brakes not shown here, which are associated with the wheels 24 and 26, respectively.
  • each of the four wheels 24, 26 is associated with a respective brake, preferably with brake disk or brake axle.
  • Both the front axle 18 and the rear axle 20 are connected in the region of their coupling to the internal combustion engine 30 and electric motor 32 in each case by means of universal joints 64 to the respective motor.
  • a universal joint 66 may also be provided on the side of the respective wheel 24 and 26, . This serves to allow a compression of the corresponding wheels 24 and 26 in the vertical direction or a steering in the region of the front axle 18. Accordingly, it is not a completely rigid design of the respective axis.
  • the drive system 14 has an internal combustion engine 30 and an electric motor 32.
  • the internal combustion engine 30 is arranged in the rear region of the motor vehicle 10, which is also referred to as the rear region. It is coupled by means of a transmission 34 with the rear axle 20.
  • the transmission 34 is designed as an automatic transmission.
  • the transmission 34 allows engagement and disengagement of the frictional connection between the engine 30 and the rear axle 20.
  • a change in the ratio of the engine 30 is provided to the rear axle 20. This makes it possible to vary the speed or torque ratio between the internal combustion engine 30 and the rear axle 20.
  • the two electric motors 32 in the present case are arranged in the region of the front axle 18.
  • the electric motors 32 are connected to the front axle 18 or respectively an axle section 28 of the same non-positively.
  • both axle sections 28 can be driven separately by the respective left and right electric motor 32.
  • a freewheel of the electric motor 32 relative to the front axle 18 is not provided here, but may optionally be provided.
  • a generator 36 is also connected non-positively.
  • the generator 36 is permanently driven by the engine 30.
  • the generator 36 serves to provide the electric motor 32 virtually constantly with electrical energy.
  • the lines 38 extend to a front-mounted control 40.
  • the controller 40 is used to control or control the operation of the motor vehicle 10, in particular the drive system 14 with the various components.
  • the supply of the electric motor 32 with the energy provided by the generator 36 is performed by the controller 40. Accordingly, further lines 42 for connection of the electric motor 32 to the controller 40 are provided.
  • controls 44 are arranged inside the body, in particular pedals and gauges. With the controls 44, in particular the accelerator pedal 46, the driver specifies his engine power requirement. With the brake pedal 48, conversely, a braking operation is initiated.
  • the display 50 serves, for example, to display the current speed or other relevant data for the driver.
  • the controller 40 thus serves on the one hand to receive the commands of the driver, a corresponding feedback to the same and on the other hand to control the components of the drive system 14. These include in particular the engine 30, the electric motor 32, the gear 34 and the generator 36.
  • the brakes are controllable by the controller 40.
  • FIG. 3 of the internal combustion engine 30 is an engine with six cylinders 52, that is to say a six-cylinder engine.
  • four cylinders are arranged on each cylinder at the end of the displacement which is opposite to the respective cylinder 52, that is, the movement space of the cylinder.
  • the valves 54 serve for the inlet of the fuel, such as gasoline, diesel or the like or for the exit of the combustion gases.
  • two of the cylinders 52 are arranged in pairs opposite one another. All six cylinders are connected to the same crankshaft 56. It is therefore a so-called boxer engine.
  • the illustrated state of Fig. 3 shows the cylinder 52 according to an example selected position. Accordingly, the cylinders 52 are in different positions with respect to the crankshaft 56.
  • the cylinders 52 are movably supported in the plane defined by them.
  • the crankshaft 56 is connected at one end to the transmission 34.
  • the torque of the crankshaft 56 can be transmitted to the transmission 34 and from there according to the EinkopplungsInstitutes or the translation to the rear axle 20.
  • the latter is coupled to the generator 36 with the aid of a V-belt 58. This serves to drive the generator 36 by the engine 30.
  • the generator 36 can provide electric power for driving the electric motor 32.
  • two separate electric motors 32 are provided for driving the two wheels 26 of the front axle 18.
  • the two electric motors 32 are independently rotatable or drivable and can thus compensate for such path length differences during the rolling of the wheels 26.
  • the controller 40 thus has separate lines 42 for supplying the two electric motors 32.
  • the controls 44 are also connected by means of lines 60 to the controller 40.
  • a line 62 is also provided. The mode of operation of the motor vehicle 10 with the drive system 14 according to the invention or the method is described in more detail below with reference to FIGS. 5 to 8.
  • FIG. 7 shows the operation of the motor vehicle exclusively with the aid of the electric motors 32.
  • each one of the electric motors 32 ever drives one of the two axle sections 28 of the front axle 18, so that the corresponding wheels 26 are rotated.
  • the generator 36 serves. This is coupled to the internal combustion engine 30 and is driven by this. Since the engine 30 is decoupled from the rear axle 20 by the transmission 34 is switched to idle, the speed of the engine 30 can be selected freely.
  • the internal combustion engine 30 is accordingly operated in an rpm range which is as optimal as possible for fuel consumption. Beit in which a sufficiently high power to operate the generator 36 and the associated supply of the electric motors 32 is possible.
  • the power of the internal combustion engine 30 in the higher rpm range already suffices by activation of only two of the six cylinders 52 for driving the generator 36. Accordingly, the remaining four cylinders 52 can be deactivated. This can be done for example by switching off the fuel supply or switching off the ignition.
  • the internal combustion engine 30 thus already runs with only about half to one third of the fuel. This has compared to the operation of the motor vehicle 10 only with the internal combustion engine 30 a significant reduction in fuel consumption.
  • the engine 30 is running at a constant speed. Accordingly, energy-intensive changes in the speed are not necessary.
  • FIG. 8 the operation of both the internal combustion engine 30 and the electric motors 32 is shown simultaneously.
  • the internal combustion engine 30 is on the one hand by means of the transmission 34 with the rear axle 20 and the wheels 26 disposed thereon positively connected. Accordingly, the engine 30 drives the wheels 26.
  • the engine 30 is connected to the generator 36.
  • the electric motors 32 serve to support the drive of the motor vehicle 10 with the aid of the internal combustion engine 30.
  • the controller 40 thereby ensures a corresponding load distribution and a uniform drive of the four wheels 24 and 26 involved. This takes place, for example, by controlling the electric motors 32.
  • the different operating states of the motor vehicle 10 can be preselected by the driver with the aid of the operating elements 44. Alternatively, certain operating conditions may be automatically selected by the controller 40. For example, starting or driving at relatively low speeds, for example, less than 30 km / h, 60 km / h or even less than 100 km / h exclusively by the electric motors 32nd respectively. This offers a total of enough power to drive, for example, in city traffic.
  • the controller 40 can additionally couple the internal combustion engine 30 with the rear axle 20 with the aid of the transmission 34 in order to achieve greater power in total to accelerate available. As soon as the acceleration process has ended, the coupling of the internal combustion engine 30 to the rear axle 20 can be deactivated again.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

Des moteurs électriques (32) sont utilisés dans des véhicules automobiles (10) pour réduire la consommation. Les moteurs électriques (32) ne servent alors qu'à assister certains états de conduite particuliers, par exemple le démarrage ou l'accélération à basses vitesses. L'inconvénient réside en ce qu'ils ne permettent pas de réaliser de nettes économies d'énergie comparativement à de purs moteurs à combustion interne. La présente invention vise à mettre au point un système économe en énergie permettant de faire fonctionner un véhicule automobile (10) avec un moteur électrique (32). A cet effet, l'invention porte sur un véhicule automobile selon la revendication 1 et sur un procédé permettant de faire fonctionner un véhicule automobile (10) selon la revendication 6. Selon l'invention, le véhicule automobile (10) présente au moins un moteur à combustion interne (30), un moteur électrique (32) et un générateur (36), ledit générateur (36) pouvant être actionné par le moteur à combustion interne (30) et alimentant le moteur électrique (32) en énergie électrique. L'avantage réside en ce que le moteur à combustion interne (30) peut être utilisé pour la génération d'énergie électrique indépendamment de la vitesse et de l'état de conduite du véhicule automobile (10).
PCT/EP2011/003787 2010-08-04 2011-07-28 Véhicule automobile et procédé pour actionner un véhicule automobile Ceased WO2012016662A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010033431A DE102010033431A1 (de) 2010-08-04 2010-08-04 Kraftfahrzeug und Verfahren zum Antreiben eines Kraftfahrzeugs
DE102010033431.6 2010-08-04

Publications (1)

Publication Number Publication Date
WO2012016662A1 true WO2012016662A1 (fr) 2012-02-09

Family

ID=44512773

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2011/003787 Ceased WO2012016662A1 (fr) 2010-08-04 2011-07-28 Véhicule automobile et procédé pour actionner un véhicule automobile

Country Status (2)

Country Link
DE (1) DE102010033431A1 (fr)
WO (1) WO2012016662A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014218402B4 (de) 2014-09-15 2025-10-09 Robert Bosch Gmbh Antriebsvorrichtung für ein Kraftfahrzeug, Verfahren zum Betreiben einer Antriebsvorrichtung, Kraftfahrzeug
DE102020112747B4 (de) 2020-05-12 2024-06-06 Audi Aktiengesellschaft Range-Extender, aufweisend eine Verbrennungskraftmaschine und eine elektrische Maschine, sowie ein Kraftfahrzeug
DE102024101656B3 (de) 2024-01-22 2025-03-06 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Heckantriebsmodul eines Fahrzeugs

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10006743A1 (de) * 1999-02-15 2000-10-12 Martin Strobel Hybridantrieb
EP1433641A1 (fr) * 2002-12-26 2004-06-30 HONDA MOTOR CO., Ltd. Appareil de commande de transmission pour véhicule hybride
EP1707417A1 (fr) * 2005-03-31 2006-10-04 Mazda Motor Corporation Procéde et logiciel de commande d'un train d'entraînement pour véhicule hybride et train d'entraînement correspondant
DE102007019319A1 (de) * 2006-04-28 2007-10-31 Honda Motor Co., Ltd. Fahrsteuerungsvorrichtung für ein Fahrzeug

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10049567B4 (de) * 1999-10-08 2017-12-14 Toyota Jidosha Kabushiki Kaisha Fahrzeugsteuergerät zum Steuern eines allradgetriebenen Kraftfahrzeugs
JP3541831B2 (ja) * 2001-10-26 2004-07-14 日産自動車株式会社 車両の駆動力制御装置
JP4005069B2 (ja) * 2004-09-03 2007-11-07 本田技研工業株式会社 ハイブリッド車両の制御装置
US7470209B2 (en) * 2005-11-23 2008-12-30 Gm Global Technology Operations, Inc. Hybrid powertrain having an electrically variable transmission and engine valve control
EP2026988A2 (fr) * 2006-04-03 2009-02-25 BluWav Systems, LLC Propulsion de vehicule en forme d'un axe rattrapable avec un moteur, une batterie et une suspension

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10006743A1 (de) * 1999-02-15 2000-10-12 Martin Strobel Hybridantrieb
EP1433641A1 (fr) * 2002-12-26 2004-06-30 HONDA MOTOR CO., Ltd. Appareil de commande de transmission pour véhicule hybride
EP1707417A1 (fr) * 2005-03-31 2006-10-04 Mazda Motor Corporation Procéde et logiciel de commande d'un train d'entraînement pour véhicule hybride et train d'entraînement correspondant
DE102007019319A1 (de) * 2006-04-28 2007-10-31 Honda Motor Co., Ltd. Fahrsteuerungsvorrichtung für ein Fahrzeug

Also Published As

Publication number Publication date
DE102010033431A1 (de) 2012-02-09

Similar Documents

Publication Publication Date Title
EP0812720B1 (fr) Véhicule avec entraínement électrique
EP2888125B1 (fr) Chaîne cinématique mécanique-électrique de véhicule automobile et véhicule automobile équipé d'une chaîne cinématique mécanique-électrique
DE102015222690B4 (de) Steuern einer Antriebseinrichtung eines Hybridfahrzeuges und Hybridfahrzeug
DE60219898T2 (de) Verteilergetriebe für hybridfahrzeug
EP2470390B1 (fr) Véhicule à moteur
DE60133609T2 (de) Hybridantriebseinheit eines Schleppers
DE112009002514T5 (de) Parallele Leistungsquellen für Hybridelektrofahrzeug-Anwendungen
WO2011064041A1 (fr) Système d'entraînement pour un véhicule automobile
DE3522062A1 (de) Hybridfahrzeug
DE102008030581A1 (de) Triebstrang für ein Kraftfahrzeug und Verfahren zum Betreiben eines Triebstrangs eines Kraftfahrzeuges
DE102010015423A1 (de) Antriebsvorrichtung für ein allradgetriebenes Fahrzeug
WO1996007558A1 (fr) Bus
DE10162017A1 (de) Vorrichtung und Verfahren zur Regelung der Fahrgeschwindigkeit eines Fahrzeugs
DE112011101648T5 (de) Elektrofahrzeug-Antriebssystem
WO2004022373A1 (fr) Essieu moteur a repartition de couple variable pour un vehicule automobile
DE112011104840T5 (de) Antriebssteuervorrichtung und Verfahren zum Bereitstellen einer Antriebssteuerung für ein Hybridfahrzeug und Hybridfahrzeug
WO2003097395A1 (fr) Systeme de direction et d'entrainement electrique pour un vehicule a braquage lateral des roues
DE102016103481B4 (de) Verfahren zum Umbau eines Fahrzeuges und Fahrzeug
EP3625075A1 (fr) Procédé de commande d'un couple d'entraînement et dispositif de transmission pour la mise en oeuvre du procédé
EP3653426B1 (fr) Dispositif d'entraînement électrohydraulique pour un véhicule automobile ainsi que véhicule automobile comprenant un tel dispositif d'entraînement
WO2012016662A1 (fr) Véhicule automobile et procédé pour actionner un véhicule automobile
EP1925491A2 (fr) Entraînement hybride
DE102019205215B3 (de) Verfahren zum Betreiben eines Hybridfahrzeuges
DE202022106631U1 (de) Mehrgängige Dual-Motor-Antriebseinheit
DE19655299B4 (de) Antriebssystem für ein Hybridfahrzeug

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 11748892

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 11748892

Country of ref document: EP

Kind code of ref document: A1