Patent Application
20230202561
Electrical vehicles are set to replace internal combustion vehicles, even for industrial applications such as buses, delivery trucks, and the like. Electrical vehicles, including the ones equipped with range extenders, produce less pollution and noise and tend to be more cost-effective to operate. Typically, one electrical motor is used for axle and the electrical assist is single speed. Even vehicles that include a gearbox with the electrical motor utilize a single motor for each axle. However, industrial vehicles have large form factors, are cumbersome to maneuver, and are generally sensitive to environmental conditions such as road grade, wind, and payload. Furthermore, certain types of industrial vehicles place a large premium on smoothness of operation.
Provided are industrial electrical vehicles and methods of operating thereof. In a certain embodiment, a vehicle axle may be disclosed. The vehicle axle may include an axle housing, the axle housing including a first output end and a second output end, a first powertrain, coupled to the axle housing and including a first electric motor, configured to generate first input torque and a first transmission, including a first plurality of selectable speeds, each of the first plurality of selectable speeds configured to receive the first input torque and provide mechanical modification of the first input torque to output first output torque to the first output end, and a second powertrain, coupled to the axle housing and including a second electric motor, configured to generate second input torque and a second transmission, including a second plurality of selectable speeds, each of the second plurality of selectable speeds configured to receive the second input torque and provide mechanical modification of the second input torque to output second output torque to the second output end.
In another embodiment, a vehicle dynamics control system may be disclosed. The vehicle dynamics control system may include a first powertrain, coupled to a first wheel and including a first electric motor and a first transmission, coupled to the first electric motor and comprising a first plurality of selectable speeds, a second powertrain, coupled to a second wheel and including a second electric motor and a second transmission, coupled to the second electric motor and including a second plurality of selectable speeds, and a main control processor, configured to perform operations including receiving vehicle speed and direction data from at least one sensor, receiving driver data from at least one driver input sensor, determining, based on the driver data and the vehicle speed and direction data, a first required output torque for the first wheel and a second required output torque for the second wheel, selecting, based on the first required output torque, a first selected speed from the first plurality of selectable speeds of the first transmission, and selecting, based on the second required output torque, a second selected speed from the second plurality of selectable speeds of the second transmission.
In a further embodiment, an electrical vehicle may be disclosed. The electric vehicle may include a first wheel, a second wheel, a first vehicle axle, a second vehicle axle, and a controller. The first vehicle axle may include a first gearbox, configured to switch between multiple first gears and comprising a first input shaft and a first output shaft, where the first output shaft is mechanically coupled to the first wheel, a second gearbox, configured to switch between multiple second gears and comprising a second input shaft and a second output shaft, where the second output shaft is mechanically coupled to the second wheel, a first electric motor, mechanically coupled to the first input shaft of the first gearbox, and a second electric motor, mechanically coupled to the second input shaft of the second gearbox. The controller may be communicatively coupled to each of the first gearbox, the second gearbox, the first electric motor, and the second electric motor, where the controller is configured to instruct the first gearbox to switch between the multiple first gears and, independently, to instruct the second gearbox to switch between the multiple second gears.
These and other embodiments are described further below with reference to the figures.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the presented concepts. The presented concepts may be practiced without some or all of these specific details. In other instances, well known process operations have not been described in detail so as to not unnecessarily obscure the described concepts. While some concepts will be described in conjunction with the specific embodiments, it will be understood that these embodiments are not intended to be limiting.
For purposes of this disclosure, an electrical vehicle is defined as any vehicle using one or more electrical motors to drive one or more wheels of the vehicle. For example, an electrical vehicle may include one electrical motor for each wheel, one electrical motor for an axle (using a differential), or even one motor for multiple axles (using multiple differentials). An electrical motor uses electrical power to drive the one or more wheels by applying the torque to the wheels and may generate electrical power when the torque is applied by the wheels (e.g., for regenerative braking). As such, the electrical motor may be also referred to as an electrical drive motor-generator.
The electrical vehicle may or may not include electrical range extenders. Electrical range extenders are used to increase vehicle driving ranges (beyond the battery capacity) and to allow using smaller batteries thereby lowering vehicle cost and, in some instances, lowering vehicle weight. During its use, the electrical range extender generates electrical power which may be directed to a battery (for recharging) and/or to electrical drive motor-generator. The electrical power is generated by rotating an electrical generator using some form of a drive, such as a turbine, piston-engine, or the like. Electrical range extenders should not be confused with non-electrical drives supplying mechanical power to the wheels. These non-electrical drives bypass electrical drive motor-generators and do not generate electrical power. For example, a piston-engine may be connected to a vehicle transmission together with an electrical drive motor-generator.
Drives used in electrical range extenders may be operated in more efficient regimes than, for example, when these drives are used directly to drive the wheels. For example, piston-based internal combustion engines (ICEs) used on conventional non-electrical vehicles have low efficiencies during acceleration and other operating conditions. When a piston-based ICE is used as a range extender, efficiency of this ICE may be substantially improved.
Industrial vehicles typically include beam axles that support wheels on opposite sides of the vehicle (e.g., on the left and right sides of the vehicle). The beam axle may be suspended through various types of suspension and may, in certain embodiments, be powered (e.g., may be a live axle). In certain embodiments described herein, such live axles may be powered by one or more electrical motors. The electrical motors may be coupled to transmissions or transaxles that include a plurality of speeds to allow for different amounts of torque multiplication. Furthermore, the different speeds allow for operation of the electrical motors at different rpms. Each transmission or transaxle may be associated with the wheels on one side of the vehicle and may be independently shifted. Thus, for example, the plurality of transmissions or transaxles for each axle may be in different gears that includes different gearing multiplication. Thus, the wheel(s) on each side of the axle may be provided with different torque multiplication, allowing for adjustments in handling characteristics, vehicle behavior, or for smooth shifting of the vehicle. Though the disclosure herein may generally prefer to powered axles, it is appreciated that the systems and techniques described herein may additionally apply to non-beam axle configurations. Thus, for example, independent suspensions on opposite sides of a vehicle may also include their own electrical motors that are operated with independent transmissions. Such configurations may also utilize the operational techniques described herein.
The systems and techniques for powered axles that include a plurality of transmissions and/or transaxles may be utilized in industrial vehicles, as well as other vehicle applications, such as passenger vehicles, military vehicles, racing vehicles, and other such vehicles. The powered axles may be provided as original equipment or may be retrofitted to such vehicles.
In various embodiments, the range extender receives fuel from a fuel tank and generates electrical energy, when operating. This generated electrical energy is supplied to the battery for storage. The electrical motor then receives electrical energy from the battery to propel industrial electrical vehicle 100, e.g., to generate mechanical energy applied to wheels. The mechanical energy may be applied to the wheels through one or more transmissions or transaxles. The electrical motor is also configured to operate in a regenerative mode to slowdown industrial electrical vehicle 100. In this regenerative mode, mechanical energy is applied by the wheels to the electrical motor. The electrical motor converts this mechanical energy into electrical energy and supplies the electrical energy to the battery. In some examples, the regenerative mode may not be sufficient to slowdown industrial electrical vehicle 100, at which point some mechanical energy is transferred to the friction brakes, which convert the mechanical energy into heat and dissipates this heat into the environment.
The power consuming devices may include air-conditioner, heater, lights, and the like. The power consuming devices receive electrical energy from the battery for various requested operations of the devices. The battery is also configured to receive electrical energy from an external charging station, e.g., when industrial electrical vehicle 100 is parked near and plugged into a power plug of the external charging station. It should be noted that industrial electrical vehicle 100 can include various other components, such as inverters, power converters, and such.
Powered Axle with Gearbox Examples
In various embodiments described herein, a powered axle may include one or more transmissions with separate gearsets for different wheels (e.g., wheels on opposite sides of the axle).
Accordingly, description may be provided to one side of powered axle 200A, but such description may also apply to the other side. Electrical motor 202A may be electrical motors that generate power that may be provided to transmission 204A via motor output 210A. Electrical motor 202A may include any motor design that receives electrical power and outputs rotational torque from the electrical power.
Motor output 210A may be a shaft, flywheel, and/or other such component that may be configured to couple with transmission input 212A. Transmission input 212A may be an equivalent such shaft, flywheel, opening, and/or other such component configured to interface with motor output 210A. Thus, electrical motor 202A, may be configured to generate first input torque (e.g., rotational torque generated by electrical motor 202A). Transmission input 212A may be configured to receive such input torque generated by electrical motor 202A.
Clutch 214A may be coupled to transmission input 212A, before or after transmission input 212A (e.g., either between motor output 210A and transmission input 212A or between transmission input 212A and gearset 218A). Clutch 214A may allow for coupling and decoupling of gearset 218A relative to electrical motor 202A. In various embodiments, clutch 214A may be a plate clutch, a dog clutch, a multi-plate clutch, and/or another such device that allows for mechanical coupling and decoupling between gearset 218A and electrical motor 202A.
In certain embodiments, clutch 214A may be a dog clutch. Though dog clutches are robust, they typically engage with a high level of noise and vibration. The lack of smoothness for dog clutches renders them unsuitable for applications for carrying passengers. In certain embodiments, powered axle 200A includes clutch speed sensor 216A. Clutch speed sensor 216A may sense a rotational speed of clutch 214A and may provide data directed to such rotational speeds to a controller of the vehicle, such as a controller described herein. The controller may then cause electrical motor 202A to operate at a rotational speed matching that of the rotational speed of clutch 214A. As such, clutch 214A may more smoothly mechanically couple motor 202A to gearset 218A.
Gearset 218A may include a plurality of gears or sets of gears to offer a plurality of selectable speeds for transmission 204A. In certain embodiments, the various speeds of gearset 218A may offer different gear multiplication. As such, the maximum speed and the torque multiplication of each speed, or at least two different speeds, may be different, allowing for electrical motor 202A to operate within different portions of its powerband and for wheel 208A to provide different levels of effective wheel torque while operating at the same motor speed. In certain embodiments, 218A may include any type of appropriate gearset.
Gearset 218A is coupled to gearing 224A, which may be a bevel gear or another mechanical coupling that allows for torque output by gearset 218A to change direction. Gearing 224A is coupled to halfshaft 226A, which is coupled to wheel 228A. Halfshaft 226A may transfer torque from gearing 224A to wheel 228A, to rotate wheel 228A and, thus, power wheel 228A to dynamically move the vehicle that powered axle 200A is coupled to.
In the embodiment of
For example,
Similarly,
System controller 350 may receive data from various other systems of industrial electrical vehicle 300 and provide instructions for operation of one or more systems of industrial electrical vehicle 300. Such data may be received and/or provided in any appropriate format, such as CANBUS and other formats utilized for vehicle control. System controller 350 may include any combination of processors, memories, accelerators, software, firmware, and/or other such components to implement the operations described herein and cause system controller 350 to receive data and provide data to the various systems described herein. Furthermore, the data connections described herein may include any specification of connectors to provide for wired and/or wireless communication of data.
Battery 310 may be configured to store electrical energy and provide such energy to power electric motor 330, power consuming devices 340, GPS 370, communication module 380, input module 360, and/or other systems of industrial electrical vehicle 300. Battery 310 may provide battery parameters 312 to system controller 350. Battery parameters 312 may include parameters such as state of charge, open-circuit voltage, battery temperature, and/or other such parameters.
Input module 360 may be a component configured to receive inputs from external sources, such as an external data source (e.g., in the form of route data or weather data) or from a user of industrial electrical vehicle 300. Input module 360 may include a communications module configured to receive data from the external data source, a user interface configured to receive inputs from a user, and/or another type of communications module. GPS 370 may be configured to receive global positioning data from one or more global positioning satellites and other sources of GPS data. GPS data may provide for the determination of the current position of industrial electrical vehicle 300.
Communication module 380 may be configured to receive external input 392 from one or more external sources 396. Such data may be received via wired and/or wireless communications techniques, such as via an On-Board Diagnostic (OBD) port, via WiFi, via Bluetooth®, and/or via another such technique. Furthermore, communication module 380 may be configured to receive operation instructions 354 from central data system 356 and provide operation report 352 to central data system 356. In certain embodiments, industrial electrical vehicle 300 may be part of a fleet of vehicles associated with an entity (e.g., may be a bus that is part of a fleet of buses). Central data system 356 may be, for example, a command system for controlling the fleet of vehicles. Central data system 356 may, thus, provide operating instructions 354 to communication module 380.
Industrial electrical vehicle 300 may accordingly provide data indicating operating conditions of industrial electrical vehicle 300 (e.g., current position, fuel level, charge level, load level, and/or other such data) to central data system 356 in the form of operation report 352.
System controller 350 may receive data from various systems of industrial electrical vehicle 300 and provide instructions to various systems of industrial electrical vehicle 300. Thus, for example, system controller 350 may receive data from battery 310, input module 360, GPS 370, and communication module 380. From such data, system controller 350 may determine motor instructions 332 for internal combustion motor 390 and/or electric motor 330, power consuming instructions 342 to power consuming devices 340, power generation instructions 322 to range extender 320, and/or provide external data 382 to communication module 380 for communication to external sources (e.g., central data system 356).
Internal combustion motor 390 may be a hydrocarbon fueled motor (e.g., a piston engine) configured to provide direct propulsion (e.g., may power one or more wheels thereof) for industrial electrical vehicle 300. In certain embodiments, industrial electrical vehicle 300 may not include internal combustion motor 390.
Electric motor 330 may be an electric motor configured to provide propulsion for industrial electrical vehicle 300, as described herein. Electric motor 330 may be powered by battery 310. In certain embodiments, range extender 320 may be an internal combustion, fuel cell, or other fueled electricity generator that provides additional electrical charge to battery 310. Range extender 320 may, thus, be operated (based on power generation instructions 322) to generate electrical power that is then stored within battery 310. As such, range extender 320 may be operated to extend the operating range of industrial electrical vehicle 300.
Power consuming devices 340 may be devices of industrial electrical vehicle 300 that consume electrical power. For example, climate control systems, infotainment systems, electric windows, and/or other such systems may be power consuming device 340. In certain embodiments, system controller 350 may provide power consuming instructions 342 to, for example, optimize the range of industrial electrical vehicle 300.
The configuration of
The configuration of
The configuration of
Powered axles 400G and 400H may aid in the maneuvering of the trailer. Thus, for example, due to the configuration described herein, the different axles and opposing wheels of powered axles 400G and 400H may be operated at different transmission and motor speeds due to the transmissions described herein. Such operation may allow for torque vectoring by powered axles 400G and 400H. For example, when navigating a tight turn, the outside wheels of powered axles 400G and/or 400H may be operated to produce greater torque (e.g., due to appropriate selection of gears) or the inside wheels of powered axles 400G and/or 400H may be operated to produce drag (e.g., via regenerative braking), in order to aid in steering of the trailer around the obstacle. In certain such situations, the torque vectoring steering may include aspects additional to simply reducing turning radius and may include, for example, allowing for the trailer to maneuver around obstacles, operating the trailer to combat side wind (e.g., by vectoring torque in a manner that counteracts the yaw produced by side wind), combating surface grades and/or crowns, and/or operation in another manner that would aid in the operation of the trailer. Such techniques may be utilized by all powered axles described herein, including for powered axles that are used in a vehicle (e.g., not trailer) configuration.
In certain such embodiments, powered axles 400G and 400H may be operated to power the trailer when reversing. As reversing a trailer is typically difficult since the unpowered axles of a trailer can result in the trailer turning in unintuitive directions for inexperienced drivers, powered axles 400G and/or 400H may be powered to allow for much more intuitive reversing by providing for torque vectoring based on a determined intended route of the user (e.g., as inputted into a navigation device and/or based on the steering angle provided by the operator).
Transmission 540 may be configured to be coupled to a plurality of electrical motors and may include clutches 518A and 518B to control the speed of such coupling. Clutches 518A and 518B may, in certain embodiments, be dog clutches. In certain embodiments, speed sensors may be disposed on clutches 518A and 518B to detect the operating speed of clutches 518A and 518B. Data from the speed sensors may be utilized to operate the electrical motors to, for example, match the speed of the electrical motor to the speed of the gearset to allow for smooth operation of the dog clutches of clutches 518A and 518B.
In 602, operation requirements may be determined. The operation requirements may include, for example, the objects for operating the industrial electrical vehicle. Such operation requirements may include, for example, planned route, operational smoothness required, terrain, environmental conditions, surface conditions, and/or other such external conditions. Furthermore, the operations requirements may additionally include vehicle requirements, such as an acceleration or deceleration requirement, an efficiency target, various operation requirements (e.g., whether to regenerate power), nearby obstacles, and/or other such requirements. In certain embodiments, operating conditions, such as the ambient temperature, the current weather, the surface that the vehicle is operating on (e.g., the friction of the surface), obstacles and traffic around the vehicle, the current load of the vehicle, and/or other such operating conditions may also be determined in 602.
Depending on the operation conditions of 602, operation of the industrial electrical vehicle in
In 606, the gear of each individual powered wheel may be determined. In certain embodiments, the gear of each individual powered wheel may be determined based on the wheel torque requirements of 604. As each gear of the transmission may offer different torque multiplication, the wheel torque requirement of each individual wheel, for each powered axle, and/or for the vehicle as a whole may be accordingly determined and the gear selected based on the requirement. In certain embodiments, the wheel torque requirements and the gear selections may be a function of time.
Thus, for example, the torque requirement for a powered axle and/or for a vehicle may be a requirement for continuous torque output. Such a requirement may result in one wheel being shifted before another wheel is shifted and, in certain embodiments, modulating the torque output of the electric motors (e.g., increasing the output of the motor that is not currently being shifted and, thus, outputting torque) to meet the target torque output. In certain embodiments with a plurality of powered axles, the torque output and shifting may be modulated to reduce and/or eliminate yaw from shifting (e.g., for a vehicle with two powered axles, the transmissions associated with one left and one right wheel may first be shifted before the transmissions associated with the remaining left and right wheel may be shifted) while reducing jerk from shifting (e.g., due to the temporary lack of drive while a transmission is shifted). In certain such embodiments, at least a portion of the wheels of such a vehicle may be powered and, thus, consistent acceleration may be provided. Such a technique may be especially advantageous in, for example, loose surfaces such as sand, where temporary loss of power may cause a vehicle to bog down, as such a technique may result in at least a portion of the wheels of a vehicle being powered at all times and, thus, avoiding such bogging down.
In another embodiment, the torque vectoring due to the drive provided by wheels of the powered axle being in different gears may be used to reduce the danger of an industrial electrical vehicle from rolling over. As industrial electrical vehicles typically have high centers of gravity, the additional yaw vectoring produced by the operating one or more wheels on one side of the industrial electrical vehicle in a lower gear as compared to one or more wheels on the other side of the industrial electrical vehicle may provide yaw vectoring that would otherwise be unachievable with conventional techniques, allowing for greater stability in severely off camber terrain and/or in heavy crosswinds.
In a further embodiment, the powered axle may be configured to control wear of a tire. For example, when a vehicle is turning, tire scrub is a significant contributor to tire wear. Such scrub may be due to torque being provided to one or more wheel when cornering and/or speed mismatch between the wheels on opposite ends of an axle when cornering. In various embodiments, depending on the level of current tire wear (e.g., determined by sensors of the vehicle, such as a visual or infrared sensor pointed at the tires that may determine the thickness of the remaining tread of the tire) and/or the acceptable level of tire wear (e.g., provided by an operator of the industrial electrical vehicle), different transmission speeds may be selected. In certain embodiments, the industrial electrical vehicle may provide a plurality of different selectable operating modes. An operator of the industrial electrical vehicle may select one of those modes (which may indicate the amount of tire wear acceptable) and the industrial electrical vehicle may operate accordingly.
Thus, for example, if a high level of wear is acceptable (e.g., if sensors detect that the tires have not worn past a threshold amount), the outside wheel of an industrial electrical vehicle that is turning may utilize a lower gear (e.g., a gear with more torque multiplication) than the inside wheel to provide vectoring. However, if a low level of wear is desired (e.g., if sensors detect that the tires have worn past a threshold amount), then torque vectoring may not be utilized and, additionally or alternatively, the inside wheel may be operated in a lower gear to reduce the speed of the inside wheel in order to reduce tire wear, while still increasing maneuverability.
Based on the wheel torque requirements determined in optional 604 and the gear of each individual powered wheel determined in 606, the transmissions of a powered axle may be operated. Thus, for an embodiment where a powered axle has a plurality of transmissions coupled to a plurality of electrical motors and wheels, the first transmission's gear may be selected in 608 and the second transmission's gear may be selected in 612. Selection of the different gears of the transmission may be independent of each other. Thus, the first transmission may be operated at a first speed while the second transmission may be operated at a second speed. Furthermore, the first transmission and the second transmission may be shifted (e.g., a different gear may be selected) in 606 and the shifting may be performed at different time periods for the first transmission and the second transmission.
The first transmission may be coupled to a first electrical motor and the second transmission may be coupled to a second electrical motor. The first electrical motor may be operated in 610 and the second electrical motor may be operated in 614. Operation of the first electrical motor and the second electrical motor may include operating the electrical motors to produce the desired torque that, for example, results in the desired wheel torque (e.g., as determined by the system controller). Operation of the electrical motors may also include operating the electrical motors to provide for smooth shifting (e.g., stopping or decreasing the amount of torque provided by the electrical motors when the transmission is shifting). In various embodiments, the electrical motors may be operated based on the gear that the respective transmission is in to provide the required wheel torque (e.g., may be configured to provide a specific torque amount based on the torque multiplication of the gear to provide the desired wheel torque).
In 702, operation requirements may be determined. Such operation requirements may include the requirements of 602. In optional 704, trailer parameters may be determined. The trailer parameters may include parameters associated with operation of the trailer, such as the dimensions of the trailer and/or the tow vehicle, the steering angle of the tow vehicle, any desired routes by the driver (e.g., routes around obstacles), obstacles around the trailer, the laden weight of the trailer, and/or other such operation requirements. Trailer parameters may allow for determination of how the powered axles are operated to maneuver one or more trailers that are coupled to the vehicle.
In 706, the gear of each individual powered wheel of the trailer may be determined. In certain embodiments, the gear of each individual powered wheel of the trailer may be determined based on the wheel torque requirements determined in 704. Similar to 606, in certain embodiments, the wheel torque requirements and the gear selections may be a function of time.
In certain embodiments, operation of the powered axle and the selection of the determined gear may allow for easier maneuvering of the trailer. In various embodiments, such selected gears may be forward or reverse gears. As such, the selected gear may allow for easier reversing of the trailer, for torque vectoring to keep the trailer on an intended path (e.g., to counter a yaw created by road grade, crown, and/or wind), to maneuver the trailer around obstacles to turn in a tighter radius, and/or to provide other such aid in the operation of the trailer.
Accordingly, the one or more powered axles of the trailer may be operated. Thus, for example, the respective gears of the first transmission and the second transmission (or a single powered axle) may be selected in 708 and 712, respectively. The first and second electrical motors may be respectively operated in 710 and 714. Such operation may be similar to that of selecting transmission speeds and operating electric motors, as described herein (e.g., in 608, 610, 612, and 614 of
Although the foregoing concepts have been described in some detail for purposes of clarity of understanding, it will be apparent that certain changes and modifications may be practiced within the scope of the appended claims. It should be noted that there are many alternative ways of implementing the processes, systems, and apparatuses. Accordingly, the present embodiments are to be considered as illustrative and not restrictive.
