US20150024901A1 - Electric all-wheel drive vehicle powertrain - Google Patents
Electric all-wheel drive vehicle powertrain Download PDFInfo
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- US20150024901A1 US20150024901A1 US13/946,078 US201313946078A US2015024901A1 US 20150024901 A1 US20150024901 A1 US 20150024901A1 US 201313946078 A US201313946078 A US 201313946078A US 2015024901 A1 US2015024901 A1 US 2015024901A1
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- United States
- Prior art keywords
- vehicle
- drive axle
- end portion
- transaxle
- electric motor
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- 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
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- 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/40—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
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- 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
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- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
Definitions
- the invention relates to a system and a method for controlling operation of an electric all-wheel drive hybrid vehicle.
- Modern vehicles are typically configured as either two- or all-wheel drive.
- Either type of vehicle may employ a conventional powertrain, where a single engine is used to propel the vehicle, or a hybrid powertrain, where two or more distinct power sources, such as an internal combustion engine and an electric motor, are used to accomplish the same task.
- a multi-speed automatically-shiftable transmission may be employed as part of either type of a powertrain, and may thus be used in a hybrid vehicle with all-wheel drive.
- the vehicle's engine may be shut off when engine torque is not required for driving the vehicle.
- Such a situation may be encountered when the hybrid vehicle is maintaining a steady cruising speed, is in a coast down mode, i.e., when the vehicle is decelerating from elevated speeds, or is stopped.
- An all wheel drive vehicle includes a first plurality of drive wheels, a second plurality of drive wheels, an internal combustion engine, a transaxle, and an all wheel drive (AWD) electrical motor.
- the internal combustion engine is in mechanical communication with the transaxle, and is configured to provide a first torque to the first plurality of drive wheels.
- the first plurality of drive wheels are rear wheels of the vehicle, and the second plurality of wheels are front wheels of the vehicle.
- a driveshaft is operatively disposed between the internal combustion engine and the transaxle and is configured to transmit a generated torque from the engine to the transaxle.
- the driveshaft includes a first end portion coupled with the internal combustion engine, and a second end portion coupled with the transaxle.
- the AWD electric motor/generator is provided in mechanical communication with the second plurality of drive wheels and may be mechanically isolated from the first plurality of drive wheels.
- the AWD electric motor/generator is configured to provide a second torque to the second plurality of drive wheels.
- the AWD electric motor/generator may be circumferentially disposed about the first end portion of the driveshaft and adjacent to the internal combustion engine.
- the AWD electric motor/generator may include an annular rotor that is concentrically disposed within a stator. The driveshaft may then extend through the center portion of the annular rotor.
- the transaxle may be a hybrid-electric transaxle that may include an electric motor/generator (i.e., a second motor/generator) that is in mechanical communication with the first plurality of drive wheels.
- the first torque (provided to the first drive wheels) may be a combination of a torque from the internal combustion engine, and a torque from the second motor/generator.
- FIG. 1 is a schematic top view of a hybrid all-wheel drive vehicle having a hybrid gas/electric drive axle, and an electric-only drive axle.
- FIG. 1 schematically illustrates a vehicle 10 equipped with an electric all-wheel drive powertrain.
- the vehicle 10 may include an internal combustion engine 12 in power-flow communication with a transaxle 14 , and a first plurality of drive wheels 16 (i.e., primary drive wheels 16 ).
- the engine 12 , transaxle 14 , and drive wheels 16 may cooperate to provide a primary motive force to the vehicle 10 .
- the internal combustion engine 12 may be a spark-ignited gasoline engine, a compression-ignited diesel engine, and/or may be configured to operate by combusting one or more other volatile compounds/fuels, such as alcohol, ethanol, methanol, biofuel, or any other fuel known in the art.
- the transaxle 14 may include a multi-gear automatic transmission 20 that may utilize a gear train and multiple torque transmitting devices to generate discrete gear ratios between a driveshaft 22 and one or more output shafts 24 of the transmission 20 .
- a gear train constructed from combinations of a range of planetary gear sets, and torque transmitting devices, such as clutches and/or brakes, combined to form functional automatic transmissions will be appreciated by those skilled in the art.
- the torque transmitting devices of the transmission 20 may be operated via a hydraulic or fluid pressure that is generated by a fluid pump that is operatively connected to the transmission.
- the transmission 20 may selectively transmit a torque generated by the internal combustion engine 12 to the primary drive wheels 16 .
- the transaxle 14 may further include one or more electric motors 26 capable of augmenting the torque produced by the engine 12 .
- the electric motor 26 may be embodied as a multi-phase permanent magnet/AC induction machine rated for approximately 60 volts to approximately 300 volts or more depending on the vehicle design.
- the electric motor 26 may be electrically connected to a rechargeable traction battery 28 via a power inverter module (PIM) 30 and a high-voltage bus 32 .
- PIM 30 may generally be configured for converting DC power to AC power and vice versa as needed.
- the battery 28 may be selectively recharged using torque from the electric motor 26 when that motor 26 is actively operating as a generator, e.g., by capturing energy during a regenerative braking event or when being driven by the engine 12 .
- the electric motor 26 may be an electric motor, an electric generator, a motor/generator, or any combination thereof.
- the battery 28 may also be recharged via an off-board power supply (not shown) when the vehicle 10 is idle.
- the transaxle 14 may include an integrated differential that may allow each of the primary drive wheels 16 to rotate at a different speed in response to an input torque from the driveshaft 22 .
- the differential may be configured in any manner known in the art.
- the operation of the engine 12 and transaxle 14 may be controlled by one or more controllers 40 that are disposed in electrical communication with the engine 12 /transaxle 14 .
- the controller 40 may include, for example, an engine control module (ECM), a transmission control module (TCM), and/or a hybrid control module (HCM).
- ECM engine control module
- TCM transmission control module
- HCM hybrid control module
- the controller 40 may be embodied as one or multiple digital computers or data processing devices, having one or more microcontrollers or central processing units (CPU), read only memory (ROM), random access memory (RAM), electrically-erasable programmable read only memory (EEPROM), a high-speed clock, analog-to-digital (A/D) circuitry, digital-to-analog (D/A) circuitry, input/output (I/O) circuitry, and/or signal conditioning and buffering electronics.
- the controller 40 may be configured to automatically perform one or more control/processing routines that may be embodied as software or firmware associated with the device.
- the controller 40 may be operative to receive a torque request 42 from a user input device 44 such as an accelerator pedal, and may provide one or more torque actuation commands 46 to the engine 12 or transaxle 14 in response.
- the torque actuation commands 46 may include, for example, commands to increase the amount of fuel and/or air provided to a combustion engine and/or an amount of torque to be produced or received by one or more electric motors.
- the engine 12 /transaxle 14 may produce a corresponding output torque at the primary drive wheels 16 .
- the engine 12 /transaxle 14 may provide one or more feedback signals to the controller 40 that describe the current operating status of the respective devices.
- These feedback signals may include, for example, an indication of the current torque and/or rotational speed of the various components.
- the controller 40 may further be operative to determine and command a desired torque/torque transmission ratio to the transmission 20 based on the received torque request 42 from the user input device 44 , and a received indication of the current rotational speed of the various components.
- the vehicle 10 may include a second plurality of drive wheels 50 that are configured to be driven by a second electric motor 52 (i.e., the all-wheel drive (AWD) motor 52 ).
- the AWD motor 52 may include an annular rotor 54 disposed concentrically within a stator 56 that is fixed relative to the engine 12 and within a housing 58 .
- the annular rotor 54 may be circumferentially disposed about the driveshaft 22 , such that the driveshaft 22 passes through the center of the rotor 54 as it extends between the engine 12 and transaxle 14 .
- the AWD motor 52 may be embodied as a multi-phase permanent magnet/AC induction machine rated for approximately 60 volts to approximately 300 volts or more depending on the vehicle design.
- the AWD motor 52 may be powered by the PIM 30 via a second high voltage bus 60 that may be separate from the first high voltage bus 32 .
- the AWD motor 52 may be an electric motor, an electric generator, a motor/generator, or any combination thereof
- the AWD motor 52 may be in mechanical, power-flow communication with the second plurality of drive wheels 50 through one or more gears (e.g., gear 62 ), shafts 64 , clutches 66 , differentials 68 , axles 70 or other torque transmitting devices. Moreover, the AWD motor 52 may be physically isolated from the first plurality of drive wheels 16 such that the motor 52 neither provides, nor receives torque from the drive wheels 16 .
- gears e.g., gear 62
- shafts 64 e.g., clutches 66 , differentials 68 , axles 70 or other torque transmitting devices.
- the AWD motor 52 may be physically isolated from the first plurality of drive wheels 16 such that the motor 52 neither provides, nor receives torque from the drive wheels 16 .
- the vehicle 10 includes a first plurality of drive wheels 16 and a second plurality of drive wheels 50 that are separated by a distance 80 .
- the first plurality of drive wheels 16 may define a first end portion 82 of the vehicle 10
- the second plurality of drive wheels 50 may define a second end portion 84 of the vehicle.
- the first end portion 82 may generally define the rear of the vehicle 10
- the second end portion 84 may generally define the front of the vehicle 10 (i.e., as with a front-engine, rear-wheel drive vehicle configuration).
- Each set of drive wheels may include a respective drive axle/shaft 24 , 70 that extends between two of the wheels, and which is used to transmit a torque to/from the respectively coupled wheels.
- Each drive axle 24 , 70 may be split, such as via a differential, to accommodate different rotational speeds by the different wheels.
- a transaxle 14 may generally be disposed along the drive axle 24 and at the first end portion 82 of the vehicle 10 .
- the transaxle 14 may be coupled with a first end portion 86 of the driveshaft 22 , and may be configured to selectively transmit a torque from the driveshaft 22 to the first plurality of vehicle wheels 16 .
- a portion of the transaxle 14 may extend between the respective drive axles 24 , 70 .
- the transaxle 14 may include an electric motor 26 that is integrated, or substantially integrated with an automatic transmission 20 .
- the internal combustion engine 12 may generally be disposed proximate the second end portion 84 of the vehicle, and may include at least a portion that is situated between the two respective drive axles 24 , 70 .
- the engine 12 may generate a torque through the combustion of a volatile fuel, and may provide the resulting torque to a second end portion 88 of the driveshaft 22 (i.e., where the respective first and second end portions 86 , 88 of the driveshaft 22 are at substantially opposite ends from each other).
- An AWD motor 52 may be directly adjacent to and/or coupled with the engine 12 such that the AWD motor 52 is disposed between the engine 12 and the transaxle 14 .
- the AWD motor 52 may be circumferentially disposed around the second end portion 88 of the driveshaft 22 , such that the driveshaft 22 passes axially through an annular rotor 54 .
- the AWD motor 52 may be configured to transmit and/or receive a torque to/from the second plurality of drive wheels 50 (e.g., via the second drive axle 70 ), and may be mechanically separate/isolated from the first plurality of drive wheels 16 .
- Each of the transaxle motor 26 and the AWD motor 52 may be driven by a power inverter module (PIM) 30 that may be in electrical communication with a rechargeable traction battery 28 .
- PIM power inverter module
- the operation of the PIM 30 , the engine 12 , and the transaxle 14 may each be controlled by a controller 40 that attempts to manipulate the various components to efficiently respond to a torque request 42 that is provided by a user input device 44 , such as an accelerator pedal.
Abstract
Description
- The invention relates to a system and a method for controlling operation of an electric all-wheel drive hybrid vehicle.
- Modern vehicles are typically configured as either two- or all-wheel drive. Either type of vehicle may employ a conventional powertrain, where a single engine is used to propel the vehicle, or a hybrid powertrain, where two or more distinct power sources, such as an internal combustion engine and an electric motor, are used to accomplish the same task. Furthermore, a multi-speed automatically-shiftable transmission may be employed as part of either type of a powertrain, and may thus be used in a hybrid vehicle with all-wheel drive.
- In order to maximize fuel efficiency of a hybrid powertrain, the vehicle's engine may be shut off when engine torque is not required for driving the vehicle. Such a situation may be encountered when the hybrid vehicle is maintaining a steady cruising speed, is in a coast down mode, i.e., when the vehicle is decelerating from elevated speeds, or is stopped.
- An all wheel drive vehicle includes a first plurality of drive wheels, a second plurality of drive wheels, an internal combustion engine, a transaxle, and an all wheel drive (AWD) electrical motor. The internal combustion engine is in mechanical communication with the transaxle, and is configured to provide a first torque to the first plurality of drive wheels. In one configuration, the first plurality of drive wheels are rear wheels of the vehicle, and the second plurality of wheels are front wheels of the vehicle. A driveshaft is operatively disposed between the internal combustion engine and the transaxle and is configured to transmit a generated torque from the engine to the transaxle. The driveshaft includes a first end portion coupled with the internal combustion engine, and a second end portion coupled with the transaxle.
- The AWD electric motor/generator is provided in mechanical communication with the second plurality of drive wheels and may be mechanically isolated from the first plurality of drive wheels. The AWD electric motor/generator is configured to provide a second torque to the second plurality of drive wheels.
- In one configuration, the AWD electric motor/generator may be circumferentially disposed about the first end portion of the driveshaft and adjacent to the internal combustion engine. In this arrangement, the AWD electric motor/generator may include an annular rotor that is concentrically disposed within a stator. The driveshaft may then extend through the center portion of the annular rotor.
- The transaxle may be a hybrid-electric transaxle that may include an electric motor/generator (i.e., a second motor/generator) that is in mechanical communication with the first plurality of drive wheels. In this manner, the first torque (provided to the first drive wheels) may be a combination of a torque from the internal combustion engine, and a torque from the second motor/generator.
- The above features and advantages and other features and advantages of the present invention are readily apparent from the following detailed description of the best modes for carrying out the invention when taken in connection with the accompanying drawings.
-
FIG. 1 is a schematic top view of a hybrid all-wheel drive vehicle having a hybrid gas/electric drive axle, and an electric-only drive axle. - Referring to the drawing,
FIG. 1 schematically illustrates avehicle 10 equipped with an electric all-wheel drive powertrain. Thevehicle 10 may include aninternal combustion engine 12 in power-flow communication with atransaxle 14, and a first plurality of drive wheels 16 (i.e., primary drive wheels 16). Theengine 12,transaxle 14, anddrive wheels 16 may cooperate to provide a primary motive force to thevehicle 10. Theinternal combustion engine 12 may be a spark-ignited gasoline engine, a compression-ignited diesel engine, and/or may be configured to operate by combusting one or more other volatile compounds/fuels, such as alcohol, ethanol, methanol, biofuel, or any other fuel known in the art. - In one configuration, the
transaxle 14 may include a multi-gearautomatic transmission 20 that may utilize a gear train and multiple torque transmitting devices to generate discrete gear ratios between adriveshaft 22 and one ormore output shafts 24 of thetransmission 20. Although not shown, the existence of various gear trains, constructed from combinations of a range of planetary gear sets, and torque transmitting devices, such as clutches and/or brakes, combined to form functional automatic transmissions will be appreciated by those skilled in the art. It is intended that the torque transmitting devices of thetransmission 20 may be operated via a hydraulic or fluid pressure that is generated by a fluid pump that is operatively connected to the transmission. As may be appreciated, thetransmission 20 may selectively transmit a torque generated by theinternal combustion engine 12 to theprimary drive wheels 16. - In some configurations, the
transaxle 14 may further include one or moreelectric motors 26 capable of augmenting the torque produced by theengine 12. Theelectric motor 26 may be embodied as a multi-phase permanent magnet/AC induction machine rated for approximately 60 volts to approximately 300 volts or more depending on the vehicle design. Theelectric motor 26 may be electrically connected to arechargeable traction battery 28 via a power inverter module (PIM) 30 and a high-voltage bus 32. The PIM 30 may generally be configured for converting DC power to AC power and vice versa as needed. Thebattery 28 may be selectively recharged using torque from theelectric motor 26 when thatmotor 26 is actively operating as a generator, e.g., by capturing energy during a regenerative braking event or when being driven by theengine 12. As may be appreciated, theelectric motor 26 may be an electric motor, an electric generator, a motor/generator, or any combination thereof. In some embodiments, such as plug-in HEV (PHEV), thebattery 28 may also be recharged via an off-board power supply (not shown) when thevehicle 10 is idle. - In addition to a
transmission 20 andelectric motor 26, thetransaxle 14 may include an integrated differential that may allow each of theprimary drive wheels 16 to rotate at a different speed in response to an input torque from thedriveshaft 22. The differential may be configured in any manner known in the art. - In one configuration, the operation of the
engine 12 andtransaxle 14 may be controlled by one ormore controllers 40 that are disposed in electrical communication with theengine 12/transaxle 14. Thecontroller 40 may include, for example, an engine control module (ECM), a transmission control module (TCM), and/or a hybrid control module (HCM). Thecontroller 40 may be embodied as one or multiple digital computers or data processing devices, having one or more microcontrollers or central processing units (CPU), read only memory (ROM), random access memory (RAM), electrically-erasable programmable read only memory (EEPROM), a high-speed clock, analog-to-digital (A/D) circuitry, digital-to-analog (D/A) circuitry, input/output (I/O) circuitry, and/or signal conditioning and buffering electronics. Thecontroller 40 may be configured to automatically perform one or more control/processing routines that may be embodied as software or firmware associated with the device. - The
controller 40 may be operative to receive atorque request 42 from auser input device 44 such as an accelerator pedal, and may provide one or moretorque actuation commands 46 to theengine 12 ortransaxle 14 in response. Thetorque actuation commands 46 may include, for example, commands to increase the amount of fuel and/or air provided to a combustion engine and/or an amount of torque to be produced or received by one or more electric motors. In response to thetorque actuation commands 46, theengine 12/transaxle 14 may produce a corresponding output torque at theprimary drive wheels 16. Additionally, theengine 12/transaxle 14 may provide one or more feedback signals to thecontroller 40 that describe the current operating status of the respective devices. These feedback signals may include, for example, an indication of the current torque and/or rotational speed of the various components. Thecontroller 40 may further be operative to determine and command a desired torque/torque transmission ratio to thetransmission 20 based on the receivedtorque request 42 from theuser input device 44, and a received indication of the current rotational speed of the various components. - In addition to the
engine 12 andtransaxle 14 that are configured to drive the first plurality ofdrive wheels 16, thevehicle 10 may include a second plurality ofdrive wheels 50 that are configured to be driven by a second electric motor 52 (i.e., the all-wheel drive (AWD) motor 52). TheAWD motor 52 may include anannular rotor 54 disposed concentrically within astator 56 that is fixed relative to theengine 12 and within ahousing 58. Theannular rotor 54 may be circumferentially disposed about thedriveshaft 22, such that thedriveshaft 22 passes through the center of therotor 54 as it extends between theengine 12 andtransaxle 14. - The AWD
motor 52 may be embodied as a multi-phase permanent magnet/AC induction machine rated for approximately 60 volts to approximately 300 volts or more depending on the vehicle design. The AWDmotor 52 may be powered by the PIM 30 via a secondhigh voltage bus 60 that may be separate from the firsthigh voltage bus 32. As may be appreciated, the AWDmotor 52 may be an electric motor, an electric generator, a motor/generator, or any combination thereof - The AWD
motor 52 may be in mechanical, power-flow communication with the second plurality ofdrive wheels 50 through one or more gears (e.g., gear 62),shafts 64,clutches 66,differentials 68,axles 70 or other torque transmitting devices. Moreover, the AWDmotor 52 may be physically isolated from the first plurality ofdrive wheels 16 such that themotor 52 neither provides, nor receives torque from thedrive wheels 16. - The arrangement of the various vehicle components is worth specifically noting, as it provides certain benefits to the configuration of the
vehicle 10 and available passenger space. In particular, thevehicle 10 includes a first plurality ofdrive wheels 16 and a second plurality ofdrive wheels 50 that are separated by adistance 80. In general, the first plurality ofdrive wheels 16 may define afirst end portion 82 of thevehicle 10, and the second plurality ofdrive wheels 50 may define asecond end portion 84 of the vehicle. In one non-limiting example, thefirst end portion 82 may generally define the rear of thevehicle 10, while thesecond end portion 84 may generally define the front of the vehicle 10 (i.e., as with a front-engine, rear-wheel drive vehicle configuration). - Each set of drive wheels may include a respective drive axle/
shaft drive axle - A
transaxle 14 may generally be disposed along thedrive axle 24 and at thefirst end portion 82 of thevehicle 10. Thetransaxle 14 may be coupled with afirst end portion 86 of thedriveshaft 22, and may be configured to selectively transmit a torque from thedriveshaft 22 to the first plurality ofvehicle wheels 16. In one configuration, a portion of thetransaxle 14 may extend between therespective drive axles transaxle 14 may include anelectric motor 26 that is integrated, or substantially integrated with anautomatic transmission 20. - The
internal combustion engine 12 may generally be disposed proximate thesecond end portion 84 of the vehicle, and may include at least a portion that is situated between the tworespective drive axles engine 12 may generate a torque through the combustion of a volatile fuel, and may provide the resulting torque to asecond end portion 88 of the driveshaft 22 (i.e., where the respective first andsecond end portions driveshaft 22 are at substantially opposite ends from each other). - An
AWD motor 52 may be directly adjacent to and/or coupled with theengine 12 such that theAWD motor 52 is disposed between theengine 12 and thetransaxle 14. TheAWD motor 52 may be circumferentially disposed around thesecond end portion 88 of thedriveshaft 22, such that thedriveshaft 22 passes axially through anannular rotor 54. TheAWD motor 52 may be configured to transmit and/or receive a torque to/from the second plurality of drive wheels 50 (e.g., via the second drive axle 70), and may be mechanically separate/isolated from the first plurality ofdrive wheels 16. - Each of the
transaxle motor 26 and theAWD motor 52 may be driven by a power inverter module (PIM) 30 that may be in electrical communication with arechargeable traction battery 28. The operation of thePIM 30, theengine 12, and thetransaxle 14 may each be controlled by acontroller 40 that attempts to manipulate the various components to efficiently respond to atorque request 42 that is provided by auser input device 44, such as an accelerator pedal. - While the best modes for carrying out the invention have been described in detail, those familiar with the art to which this invention relates will recognize various alternative designs and embodiments for practicing the invention within the scope of the appended claims. It is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative only and not as limiting.
Claims (8)
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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US13/946,078 US8936119B1 (en) | 2013-07-19 | 2013-07-19 | Electric all-wheel drive vehicle powertrain |
DE201410109898 DE102014109898A1 (en) | 2013-07-19 | 2014-07-15 | Vehicle powertrain with electric four-wheel drive |
CN201410344269.1A CN104290585A (en) | 2013-07-19 | 2014-07-18 | Electric all-wheel drive vehicle powertrain |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US13/946,078 US8936119B1 (en) | 2013-07-19 | 2013-07-19 | Electric all-wheel drive vehicle powertrain |
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US8936119B1 US8936119B1 (en) | 2015-01-20 |
US20150024901A1 true US20150024901A1 (en) | 2015-01-22 |
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US13/946,078 Expired - Fee Related US8936119B1 (en) | 2013-07-19 | 2013-07-19 | Electric all-wheel drive vehicle powertrain |
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US (1) | US8936119B1 (en) |
CN (1) | CN104290585A (en) |
DE (1) | DE102014109898A1 (en) |
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US20180324410A1 (en) * | 2015-10-29 | 2018-11-08 | Oy Vulcan Vision Corporation | Video imaging an area of interest using networked cameras |
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US9509198B2 (en) | 2012-12-10 | 2016-11-29 | Axiflux Holdings Pty Ltd | Electric motor/generator with integrated differential |
US10392757B2 (en) * | 2017-01-09 | 2019-08-27 | Graco Minnesota Inc. | Electric line striper |
US10696288B2 (en) | 2017-11-03 | 2020-06-30 | Toyota Motor Engineering & Manufacturing North America, Inc. | Electronic all-wheel-drive escape systems and methods |
JP7070240B2 (en) * | 2018-08-23 | 2022-05-18 | トヨタ自動車株式会社 | Hybrid vehicle |
US11598259B2 (en) * | 2019-08-29 | 2023-03-07 | Achates Power, Inc. | Hybrid drive system with an opposed-piston, internal combustion engine |
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US7661495B2 (en) * | 2004-09-27 | 2010-02-16 | Magna Steyr Fahrzeugtechnik Ag & Co. Kg | Drive unit for motor vehicles with hybrid drive in a longitudinal arrangement |
US8011461B2 (en) * | 2008-02-14 | 2011-09-06 | Illinois Institute Of Technology | Hybrid electric conversion kit for rear-wheel drive, all wheel drive, and four wheel drive vehicles |
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JP3580257B2 (en) * | 2001-02-05 | 2004-10-20 | トヨタ自動車株式会社 | Hybrid car |
US7223200B2 (en) * | 2001-10-22 | 2007-05-29 | Toyota Jidosha Kabushiki Kaisha | Hybrid-vehicle drive system and operation method with a transmission |
JP2003312281A (en) * | 2003-03-05 | 2003-11-06 | Aisin Aw Co Ltd | Drive unit for vehicle |
JP4107265B2 (en) * | 2004-06-10 | 2008-06-25 | 日産自動車株式会社 | Powertrain for front and rear wheel drive vehicles |
AT9756U1 (en) * | 2006-12-11 | 2008-03-15 | Magna Steyr Fahrzeugtechnik Ag | METHOD FOR CONTROLLING THE HYBRID DRIVE OF A MOTOR VEHICLE AND CONTROL SYSTEM |
US8567540B2 (en) * | 2008-01-25 | 2013-10-29 | Ford Global Technologies, Llc | Drive unit for an electric hybrid vehicle |
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2013
- 2013-07-19 US US13/946,078 patent/US8936119B1/en not_active Expired - Fee Related
-
2014
- 2014-07-15 DE DE201410109898 patent/DE102014109898A1/en not_active Withdrawn
- 2014-07-18 CN CN201410344269.1A patent/CN104290585A/en active Pending
Patent Citations (2)
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US7661495B2 (en) * | 2004-09-27 | 2010-02-16 | Magna Steyr Fahrzeugtechnik Ag & Co. Kg | Drive unit for motor vehicles with hybrid drive in a longitudinal arrangement |
US8011461B2 (en) * | 2008-02-14 | 2011-09-06 | Illinois Institute Of Technology | Hybrid electric conversion kit for rear-wheel drive, all wheel drive, and four wheel drive vehicles |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
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US20180324410A1 (en) * | 2015-10-29 | 2018-11-08 | Oy Vulcan Vision Corporation | Video imaging an area of interest using networked cameras |
Also Published As
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CN104290585A (en) | 2015-01-21 |
DE102014109898A1 (en) | 2015-01-22 |
US8936119B1 (en) | 2015-01-20 |
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