Patent Application
20230037398
This invention relates to an integrated wheel hub and motor/pump unit, particularly but not exclusively a multispeed hydraulic motor/pump unit suitable for an electro-hydraulic propulsion system, together with a control valving system for vehicles using an electro-hydraulic propulsion system
Advances in electrical devices and energy storage technologies, and the general aim of societies to combat climate change, have propelled and accelerated the development of electromobility. The introduction of low emissions or emissions-free zones in towns and a changed political framework will speed up its expansion. A number of entities are investing in electromobility and are enhancing existing concepts, introducing technological innovations and charting their future applications. This invention is part of this necessary evolution of the current solutions to electromobility to reduce the necessity for a mechanical drive system and solve the distinctly negative problem surrounding the toxic dust particles emitted into the atmosphere from the existing friction braking systems. This element has now become a significant problem both politically and health wise in urban areas.
The advantages of electromobility are widely known to people educated in the art and can be shown not only by their direct impact on reducing CO2 emissions and other harmful gases but also by their improved maintenance and reduced noise pollution.
In addition, in the near future severely congested and polluted town centers may be turned into zero-emissions zones and thus only zero-emission vehicles will be able to drive through them.
Current electromobility solutions have a high degree of efficiency of up to 95% compared with internal combustion engines that have an upper efficiency of 40%.
On vehicle dynamics and handling, electromobility vehicles propulsion systems have full torque characteristics at standstill which allows them to accelerate faster than a vehicle with an internal combustion engine with a similar output.
The electromobility solutions drive system includes a few key components that are similar in function among all the available solutions:
The location of these various sub-systems varies between the solutions and mainly depend on the vehicle architecture that is pursued. However, there are limited degrees of freedom in the location of the heavy components within the vehicles due to their weight and volumes driven by vehicle architecture and principally the transmission systems architectures.
This Invention allows electromobility solutions to Site the Power module and subsequent drive system sub-components in any advantageous position within the chassis configuration for different types of vehicles.
This invention allows the design of the vehicle to have multi wheel drive without inhibitive, costly, complicated and cumbersome mechanical drive components, and gives a significant degree of freedom for innovative design solutions.
According to the present invention, there is provided a wheel drive motor system according to the independent claims.
The electromobility solution disclosed herein uses a wheel drive system that negates the use of complicated mechanical transmission systems and eliminates friction braking.
The vehicle architecture allows greater degrees of freedom in the location of the major components for different types of vehicles to achieve optimal weight distribution and low center of gravity.
Ideally then, a hydraulic motor/pump, valve system, ABS system and associated clutch units are integrated within the wheel hub to reduce weight and complexity. This eliminates the need for any driveshafts and associated transmission components by reducing the overall part count and simplifying the complete drive system design.
In an alternative embodiment, the motor/pumps hub units can be used to counterbalance the un-sprung weight of the vehicle thus reducing the timed frequency response in the springing and damping by significantly reducing inertia in the un-sprung weight factor.
The weight of the motor/pump is counterbalanced against the weight of the wheel thus improving the vehicle dynamics. The Motor/Pump is independent of the wheel hub and is placed on a subassembly of the Wishbone Wheel Hub and Motor/Pump so as to counter balance the weight of the Wheel and Hub assemble to reduce or negate the effect of the inertia on the suspension control elements i.e springing and damping. This will allow better ride comfort and control as well as improvements to handling and dynamics. The Failsafe ABS System would remain in the Wheel hub, and can be used as an independent non particle emitting braking system under a separate control strategy.
The invention results in a Wheel Drive Unit which eliminates the need for a mechanical drive from the power unit and also eliminates the need for the existing friction brakes.
The vehicle architecture is applicable to single and multi-wheel drive systems.
In the following description, numerous details are set forth to provide an understanding of the present invention. However, it will be understood by those of ordinary skill in the art that the present invention may be practiced without these details and that numerous variations or modifications from the described embodiments may be possible.
The present invention relates to an Integrated Wheel Hub and Multispeed Hydraulic Motor/Pump Unit, ABS system, Wheel Clutch and Control Valving System for vehicles using an Electro-hydraulic propulsion system and its practical implementation in a standard and a sports vehicle. However, the devices and methods of the present invention are not limited to use in the specific applications that are described herein.
Referring generally to
The schematic is showing the key sub-systems and their interconnections. Namely:
During braking, the power is extracted from each wheel 16 via the wheel-mounted motor/pump unit described in more detail below. The flow and pressure in the hydraulic fluid generated during the brake by the wheel-mounted motor/pump unit can be stored in an accumulator. The stored energy can be kept in the accumulator either to drive the wheels when braking has ceased, or directed to other applications.
The logic for the optimal control of the system is embedded in the Vehicle system controller.
Referring generally to
The Hydraulic Power Supply for the system is ideally an electric-hydraulic unit that uses an electric motor to pressurize the hydraulic fluid, and more ideally electric-hydraulic unit that can utilize return flow as an electric generator. As previously mentioned, an accumulator may also be used, ideally in conjunction, to store and supply hydraulic pressure to the system. After passing through a pressure relief valve 5 and restrictor 4, the hydraulic power supply controls the wheel pump/motors via wheel control valve blocks 2, 3 controlled by the Vehicle Control System.
The Vehicle Control System also controls valve block 1 which supplies the ABS drive clutch with hydraulic fluid to operate the braking system. When braking is in operation, the wheel pump/motors pressurize the hydraulic fluid, which is returned to the system via valve blocks 2, 3, to be utilized by the electric-hydraulic unit and/or the accumulator.
The Vehicle Control System also controls a valve block 6 which supplies the wheel drive clutch between the wheel pump/motors and the wheels 16.
Each wheel pump/motor, wheel clutch and each ABS drive clutch ideally controls a single wheel. Although illustrated and described here for one wheel, the principles discussed herein could equally be applied to multi wheel drive cars, other types of wheeled vehicles articulated vehicle trailers, and motor-cycles-either as a one wheel drive or two wheel drive system.
Referring generally to
Referring generally to
Referring generally to
The clutch unit 9 and clutch unit 10 are shown here diagrammatically; many types of clutch mechanism are known and could be adapted for use in the Wheel Drive Unit. One type of clutch that could be advantageously used is a clutch which uses plates sealed within the hydraulic fluid which lubricates the clutch plates. An alternative hydraulic clutch that can be advantageously used is a fluid coupling that operates like a pump and turbine to achieve torque transference between the input and output. A further type of clutch that can be advantageously used is a viscous coupling, where increasing pressurization of the hydraulic fluid in the clutch increases the viscosity of the fluid and hence couples the input and output plates. Whichever type of clutch is being used, it is hydraulically actuated and controlled by the Vehicle Control System.
The coupling parts of these clutches are sealed unit, so any minimal wear results in particles in the fluid, which can be removed with a filter and/or by changing the fluid, and prevents release of particulates into the atmosphere.
The wheel drive unit assembly 21 is supplied with hydraulic fluid via the hydraulic inlet/outlet ports 11, which are controlled by the previously described valve blocks contained in a valve system manifold assembly 35. Operating valve block 2 to direct hydraulic fluid to the wheel/pump motor clutch unit 10 engages the wheel/pump motor 7 with the drive shaft, while operating valve blocks 6, 7 to direct hydraulic fluid to the wheel/pump motor 7 (which is bi-rotational) causes the drive shaft to rotate and turning the wheel assembly 24. The wheel/pump motor clutch unit 10 is keyed to the wheel/pump motor 7 for example with splines, and separately keyed (again ideally with splines) to the drive shaft 32. The ABS clutch 9 is similarly keyed (ideally by splines) to the drive shaft 32. The clutch units can conveniently be cooled with a cooling water jacket, the heated cooling fluid of which can be cycled through a heat recovery unit to convert a proportion of the heat to electric energy to be stored in the battery or directed to the electrical components of the system. The clutch units and cooling system may also be insulated, so that heat loss to the environment is minimized.
Operating valve block 1 to direct hydraulic fluid to the ABS clutch unit 9 engages the ABS unit 8.
Under normal drive conditions the drive is via the Motor/Pump as a Motor with speed controlled via Flow and Pressure from the Electric Motor/Hydraulic combined Power unit and or the accumulators, as required by the conditions dictated by the vehicle Control Module.
During braking, pressurized fluid is created in the ABS unit, which can then be directed back to the system, either to be used to store energy in the accumulator (or directed to other systems of the vehicle). In normal retardation the degree of braking effect is established by modulating between the Motor/Pump on the wheel via the valving system. The energy from the Pump action is normally stored in the braking accumulator to be used as required. This allows the vehicle to be driven under normal conditions by a ‘One Pedal’ driver control. In some cases it would be possible to a second pedal to engage the brakes by controlling the braking effect by pressure on this pedal (a more standard configuration). In this configuration the modulation between the Motor/Pump on the wheel is controlled by the pressure on this pedal. If the wheel locks under this control or the One pedal system the ABS will take over by the same modulating effect but controlled by the ABS not the normal drive system.
The independent ABS system clutch is normally disengaged and is designed to engage when power is lost to the normal wheel drive system for whatever reason and will normally bring the vehicle to a halt The control of this is incumbent in the vehicle control system but as a function is mechanically controlled within the wheel. This is a recirculating hydraulic pump which has a valve which is actuated by the rotation of the wheel shaft to modulate between lock and unlock until there is no more rotation and then it is locked.
Both the ABS drive clutch 9 and the wheel drive clutch 10 operate regeneratively, that is, that they can be operated to act as a brake upon the rotation of the wheel and the energy of the fluid in the clutch pressurized by the action can be recovered. The ABS drive clutch 9 and the wheel drive clutch 10 can be operated entirely separately, so that the wheel drive clutch 10 can be operated at a constant speed while the ABS drive clutch 9 is engaged as required to reduce the torque and recover the excess energy that the wheel drive clutch 10 is transferring to the drive shaft, which may be more efficient than continually varying the speed of the wheel drive clutch 10.
The ABS drive clutch 9 is also biased so that the application of hydraulic pressure to its actuation system disengages the ABS drive clutch 9 from the drive shaft, so that it engages to brake the wheel when hydraulic pressure is lost, so that it acts as a failsafe brake to bring the wheel to a stop when hydraulic pressure is lost. Further, the braking action of the ABS drive clutch 9 momentarily increases hydraulic pressure which can be used to release the ABS drive clutch 9, so that the wheel is brought to a stop without being fully locked.
The system is ideally suited to four wheel drive vehicles and vehicles having more than four wheels, and each wheel can be independently driven and braked (the system may though of course be applied to only two wheels of a vehicle).
| Number | Date | Country | Kind |
|---|---|---|---|
| 2001018.7 | Jan 2020 | GB | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/GB2021/050171 | 1/25/2021 | WO |
