WO2014031099A1 - Groupe motopropulseur de véhicule et procédé - Google Patents

Groupe motopropulseur de véhicule et procédé Download PDF

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Publication number
WO2014031099A1
WO2014031099A1 PCT/US2012/051658 US2012051658W WO2014031099A1 WO 2014031099 A1 WO2014031099 A1 WO 2014031099A1 US 2012051658 W US2012051658 W US 2012051658W WO 2014031099 A1 WO2014031099 A1 WO 2014031099A1
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WIPO (PCT)
Prior art keywords
torque
powertrain
engine
state
hybrid
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PCT/US2012/051658
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English (en)
Inventor
Monika Alicia Alexandria MINARCIN
Original Assignee
International Truck Intellectual Property Company, Llc
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Publication date
Application filed by International Truck Intellectual Property Company, Llc filed Critical International Truck Intellectual Property Company, Llc
Priority to PCT/US2012/051658 priority Critical patent/WO2014031099A1/fr
Publication of WO2014031099A1 publication Critical patent/WO2014031099A1/fr

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Classifications

    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • 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 technical field relates generally to powertrain control and, more particularly, to solution of the operational space for torque/power producing systems in hybrid powertrains.
  • Hybrid powertrains may be defined as those powertrains having two or more subsystems for the conversion of different types of potential energy to torque or mechanical power.
  • a common characteristic of hybrid powertrains is that the power conversion subsystems differ from one another in terms of efficiency, sometimes greatly.
  • Hybrid-electric and hybrid-hydraulic powertrains especially those which pair an internal combustion (IC) engine with the electric or hydraulic motor, illustrate this characteristic well.
  • IC internal combustion
  • the electric or hydraulic motor is often the primary source of torque while the IC engine operates as a secondary source of torque due to the differences in efficiency.
  • the electric (or hydraulic) motor is preferred for propulsion while an IC engine is sometimes not even directly available for propulsion.
  • the stores of potential energy available to the power conversion elements of a hybrid powertrain differ as well.
  • Stores of potential energy include storage batteries, fuel cells and capacitors for electric motors, hydraulic accumulators (a type of pressure tank) for hydraulic motors and fossil fuels for an IC engine.
  • the store of potential energy for the primary torque source in a hybrid powertrain can be referred to as a Rechargeable Energy Storage System (RESS).
  • Electric and hydraulic motors quite often operate to recapture vehicle kinetic energy (regenerative braking) and convert it for storage as potential energy in the RESS.
  • the weight cost of storing a unit of potential energy in an RESS has been much greater than the weight cost incurred for a like unit of energy provided by fossil fuels.
  • An RESS unit of manageable size for a motor vehicle will, as a consequence, support a smaller range of vehicle operation than the fossil fuel will support.
  • An RESS can be built in a variety of ways, including from fuel cells, batteries and hydraulic accumulators.
  • An RESS built from batteries for a hybrid-electric powertrain will have limitations in terms of its ability to deliver power. For example, internal losses increase as the square of electric current flow. A comparable penalty does not apply to operation of an IC engine.
  • An IC engine in a motor vehicle hybrid powertrain can be used to exploit the high energy to weight advantage of a fossil fuel to extend vehicle range.
  • alternative torque sources and sinks exist in a hybrid powertrain, and the availability of an RESS which the IC engine can be used to recharge, may allow the IC engine to operated at closer to its peak potential efficiency than IC engines achieve in conventional powertrains.
  • An IC engine can also provide power to overcome power delivery limitations of some types of RESS units, for example batteries.
  • Powertrain control systems are conventionally programmed to exploit the comparative efficiency of the electric or hydraulic motors for propulsion and their capacity for regenerative braking to recharge the RESS.
  • the systems are subject to constraints or operational limitations which relate, among other things, to operating characteristics of the RESS, power electronics, the converters and inverters as well as the IC engine.
  • Open and closed loop control systems have been proposed for hybrid (and electric) powertrains. Problems exist with each approach. Multiple open loop systems do not take into account changes to the system which inhibit efficiency. Multiple closed loops produce conflicts between control pathways and can reduce system stability and compromise overall effectiveness. [0010] Open loop control systems are implemented based on a mathematical model of how a powertrain is anticipated to perform under given conditions. Since feedback relating to actual system response is not used system response to changing conditions is especially quick, but model error is not accounted for. Nor is corrective response taken to disturbances. Output is not compared to a reference and does not depend on any past system state. Open loop control is applicable to stationary systems or systems where the behavior of the system is well known. It is less applicable to event such as an IC engine start, including IC engine auto start, because the combustion rate can be unpredictable.
  • a method for operating a vehicle power train having primary and secondary sources of power/torque and utilizing a rechargeable energy storage system to supply energy to the primary source of power/torque is taught.
  • a control system is provided which, responsive to an operator or other exogenously supplied power demand, determines a powertrain state in which power or torque demand is allocated to the primary power source, the secondary power source, or both.
  • An envelope of motor output torques and internal combustion output torques available is generated to support this determination. From the envelope the powertrain states which can meet output torque demand are identified.
  • the projected effects of the available powertrain states on the state of energy (SOE) of the RESS are estimated.
  • Hardware constraints on primary and secondary torque sources are evaluated. The direction of primary source torques which increase and decrease the output torque are determined.
  • FIG. 1 is a side elevation of a vehicle with a power take-off application vocation which may be equipped with a hybrid powertrain.
  • FIG. 2 is a high level block diagram of a control system for a hybrid-electric powertrain for a motor vehicle such as that of FIG. 1 .
  • FIG. 3 is a control flow diagram.
  • FIG. 4 is a state machine illustrating operation of the hybrid-electric powertrain of FIG. 2.
  • a vehicle may have access to multiple sources of torque. These can include: IC engines; motors (which may be electric or hydraulic); flywheels; a source of inertial torque such as motion of the vehicle itself; motion of a power take-off (PTO) vocation mounted on the vehicle; or a rotating device such as a diesel engine, an exhaust turbine or electrical machine which is spinning down. While the powertrain control methods described here are primarily applicable to hybrid powertrains some aspects of the methods can be applied to vehicles with electric powertrains in which electric motors are the exclusive source of propulsion and to vehicles incorporating mild hybrid modifications. Some, but usually not all, of these devices may be tapped to maintain charge on an RESS.
  • Hybrid aerial lift truck 1 serves as an example of a medium duty vehicle which incorporates a hybrid powertrain and which supports a PTO vocation, here an aerial lift unit 2 mounted on a truck bed 12.
  • the aerial lift unit 2 can be either a sink or a source of torque to be managed in order to gain operational efficiencies.
  • hybrid aerial lift truck 1 incorporates a hybrid-electric powertrain described below which supplies torque to extend the aerial lift unit 2 and to propel the vehicle and which carries an RESS for supplying energy to one of the prime movers of the powertrain.
  • the aerial lift unit 2 includes a lower boom 3 and an upper boom 4 pivotally interconnected to each other.
  • the lower boom 3 is in turn mounted to rotate on the truck bed 12 on a support 6 and rotatable support bracket 7.
  • the rotatable support bracket 7 includes a pivoting mount 8 for one end of lower boom 3.
  • a bucket 5 is secured to the free end of upper boom 4.
  • Bucket 5 is pivotally attached to the free end of boom 4 to maintain a horizontal orientation at all times.
  • a hydraulic lifting unit 9 is interconnected between bracket 7 and the lower boom 3 by pivot connection 10 to the bracket 7 pivot 13 on the lower boom 3.
  • Hydraulic lifting unit 9 is connected to a supply of a suitable hydraulic fluid under pressure by which the unit is lifted.
  • the supply may be an automatic transmission or an hydraulic accumulator. Where an automatic transmission is used as a pump it may be powered by the prime movers for hybrid mobile aerial lift truck 1 .
  • an IC engine or an electric/hydraulic motor serves as the prime mover.
  • the outer end of the lower boom 3 is interconnected to the lower and pivot end of the upper boom 4.
  • a pivot 16 interconnects the outer end of the lower boom 3 to the pivot end of the upper boom 4.
  • An upper boom compensating assembly 17 is connected between the lower boom 3 and the upper boom 4 for moving the upper boom about pivot 16 to position the upper boom relative to the lower boom 3.
  • the upper-boom compensating assembly 17 allows independent movement of the upper boom 4 relative to lower boom 3 and provides compensating motion between the booms to raise the upper boom with the lower boom.
  • Upper boom compensating assembly 17 is usually supplied with pressurized hydraulic fluid from the same sources as hydraulic lifting unit 9.
  • Outriggers (not shown) may be used installed at the corners of the truck bed 12. Pressurized hydraulic fluid for these operations may be supplied by an hydraulic pump or an accumulator.
  • Electronic control system 22 includes controller area network (CAN) datalinks 18, 44 which allow communication of data among the various controllers.
  • a third datalink connects the electronic system controller (ESC) 24 to a slaved remote power module (RPM) 140.
  • Public datalink 18 and hybrid-datalink 44 allow the exchange of data between numerous controllers for coordinated operation of powertrain 20 components in response to monitored vehicle operating variables.
  • the control strategy whatever architecture is chosen, should be versatile and flexible. The architecture therefor should provide for standardized interfaces where information is provided by the same ring via the same interface in all environments and content collecting interfaces are enabled to be reused in different contexts.
  • Control system 22 here is adapted to a hybrid-electric powertrain 20 having an IC engine 28 and two electrical motors 30, 32 which support operation of a PTO vocation 2 and which can provide traction power to drive wheels 26.
  • Control system 22 can readily be programmed to operate other types of powertrains.
  • Control system 22 is not limited to a hybrid-electric powertrain and hydraulic systems are a possible alternative.
  • CNG compressed natural gas
  • a fly wheel is an example of a system which can serve as a prime mover and an RESS concurrently.
  • a hybrid and even an all electric powertrain can have multiple energy sources which can support propulsion or RESS recharging.
  • Possibilities include: an IC engine (for a hybrid); motors; exhaust turbines (turbo-compounding systems for a hybrid); power-take off operations; and vehicle inertia.
  • a control architecture can use variants of rings/frames in order to provide different implementations of functionality within different products. While the implementation behind an interface will differ in the individual variants of a ring, the information provided by an interface is intended to be the same in all variants of the ring.
  • the IC engine and motors of a hybrid system normally run in either a torque or a power control mode.
  • Electric motor power/torque can be positive (motor) or negative (generator).
  • an IC engine power/torque can be positive (engine) or negative (engine brake).
  • Hybrid Supervisory Control (HSC) 48 coordinates all torque commands to each device. Speed control is typically performed with motors only, but recent IC engines also provide speed control and clutch to clutch transmissions use speed control.
  • HSC 48 can work in the torque domain only while a transmission controller/torque converter module (TCM) converts torque to pressure and a motor control processor (MCP) 27 operates motors 30, 32 to convert torque to current and an engine control module (ECM) 46 operates IC engine 28 converts torque for fuel/spark/air (ECM 46 may functionally include an engine brake controller).
  • TCM transmission controller/torque converter module
  • MCP motor control processor
  • ECM engine control module
  • HSC 48 determines which devices produce what torque to respond to driver demand while staying within system constraints, such as battery power limits.
  • the ECM 46 determines engine response including, when possible, shutting down an IC engine 28.
  • Consumers of an IC engine torque interface should be insensitive to whether it is estimated with the model for a gas engine or a diesel engine. Consumers of an engine coolant temperature interface should be insensitive to whether it is estimated locally or estimated remotely and received over serial communication.
  • solution of the timing, selected power or torque output level and, depending upon the transmission 38, the operational speed of an IC engine 28 may be selected by coordination of operation of the IC engine with other components of the hybrid-electric powertrain 20.
  • Torque control architecture has been favored over speed control architecture for several reasons for hybrid-electric power trains.
  • the ECM regulates torque (power) to maintain engine speed. It cannot effectively control battery power/energy.
  • IC engine speed regulation is less effective due to closed loop only control.
  • motor speed control motor power not easily regulated and a coordinated motor speed profile difficult to do.
  • the process of solution for the operational space for the IC engine 28 is carried out by execution of a program.
  • Program control is usually located in the ESC 24 or the HSC 48, which are nodes of both the public datalink 18 and the hybrid datalink 44.
  • Program elements though may be distributed among other controllers such as the engine controller 46.
  • the program operates on, and provides criteria which may be quantized in terms of, a number of vehicle operating variables.
  • Examples of such operating variables include: RESS state of charge (SOC) or state of energization (SOE), which is supplied by a battery management system (BMS) 64 for the traction batteries 34 which function as the RESS for powertrain 20; traction batteries 34 pack voltage from BMS 64; traction batteries 34 power limits from BMS 64; traction batteries 34 current limits from BMS 64; traction batteries 34 temperature from BMS 64; fuel tank 62 fuel level from a sensor (not shown) and reported over the public datalink 18 through the engine controller 46; IC engine 28 coolant temperature reported by the engine controller 46; transmission temperature from a torque converter/transmission controller (TCM) 42; electrical motors (motor/generators) 30, 32 temperature reported by HSC 48; and hybrid inverter 36 temperature reported by the HSC.
  • SOC state of charge
  • SOE state of energization
  • various validity checks may be provided, and data relating vehicle configuration 65 may be used such as whether the vehicle is in a tow haul mode (engine off may be restricted); transmission range (engine off may be restricted; transmission reverse grade mode (engine off may be restricted); four wheel drive mode (engine off may be restricted); or a forced remote vehicle start has been requested.
  • a value for ambient temperature may be provided by the sensors package 70 or from the engine controller 46 which sometimes has access to readings from a temperature sensor in an engine air intake.
  • BMS 64 monitors the state of traction batteries 34 in terms of useable energy, power capability, health, voltage and temperature.
  • Energy efficiency for traction batteries 34 is usually expressed as a percentage of the electrical energy stored in the traction batteries that is estimated as recoverable during discharging. For an electrolytic cell this is the theoretically required energy divided by the energy actually consumed in the process. Inefficiencies arise from a number of factors including current inefficiencies and heat losses due to polarization. The rate at which current is discharged affects the final result.
  • the commonly reported RESS variable of current limits may be reported both in terms of a root mean square (rms) and peak limits.
  • traction batteries 34 may deteriorate more quickly at high temperatures than otherwise if current in flow is not limited. Current outflow from the battery may be aggravated by air conditioning and other refrigeration demands because cooling systems on hybrid-electric vehicles often rely on accessory electric motors to run compressors and coolant circulation pumps. Under conditions of extreme cold traction batteries 34 may be unable to support high current outflows, which can relate directly to IC engine 28 starting. High current levels equate with high energy consumption and accelerated wear or "aging" of powertrain 20 components. BMS 64 operational strategy may provide stable and repeatable operation from the traction batteries 34 and this strategy may have consequences in the determination of IC engine 28 operational space.
  • Optimization occurs at two levels for hybrid power trains - at a strategic level and at a tactical level.
  • Strategic optimization defines targets, i.e. a target hybrid state or a target input speed. How optimization is pursued in terms of the specified engine mode, input torque commands, etc., while taking into account present constraints is the system's tactical response.
  • IC engine power losses equal the theoretical chemical energy of fuel less mechanical output (this is objective).
  • the IC engine 28 cost for low temperatures, catalyst warm-up and high altitude is subjective.
  • DFCO deceleration fuel cut-off
  • Output torque costs are modeled in terms of brake power loss (energy loss due to friction (objective)); output torque limits based on driver requested torques (characterized as a penalty).
  • RESS power loss i 2 r
  • electric machine costs P Electrical Power - P Mechanical Power
  • IC engine power loss chemical energy of fuel - mechanical output
  • RESS costs include objective power losses stemming from current flow as described above.
  • SOC/SOE control costs include RESS usage cost and IC engine fuel costs which are characterized as subjective (for high SOC discharging is encouraged, for low SOC charging is encouraged).
  • Violation of RESS power limits as arbitrated from voltage and current limits with a resistance factor is equated to a subjective cost and penalty.
  • Long-term RESS usage cost is handled as a subjective cost as is RESS state of life (subjective, planned).
  • cost values from the optimization algorithm then add hysteresis values to the cost values for transitions from one mode to another mode based on: the evaluated mode; and, the previous optimum mode OR the actual mode. Then up to 4-6 costs can be compared and an optimum mode with the minimum cost can be estimated. Modes must include all operating strategies for the vehicle - such as regenerative coast down, turbo- compounding and regenerative energy capture through braking, etc.
  • Hybrid-electric powertrain 20 illustrates the many possible examples of powertrains where rules of operation may be varied to meet propulsion and braking demand.
  • Hybrid- electric powertrain 20 is configurable for series, parallel and mixed series/parallel operation. It can be applied to a PHEV for all electric operation and, if necessary, be operated in a strictly IC engine 28 mode under some conditions.
  • Hybrid-electric powertrains for vehicles have generally been of one of two types, parallel and series.
  • propulsion torque can be supplied to drive wheels by an electrical motor, by an IC engine, or a combination of both.
  • IC engine In series type hybrid systems drive propulsion is directly provided only by the electrical motor.
  • the IC engine is used to run a generator which supplies electricity to power the electric traction motor and to charge storage batteries.
  • the control system may operate under a rule under which the internal combustion engine is started at a minimum threshold battery SOC, run at its most efficient brake specific fuel consumption output level until the RESS battery reaches a maximum allowed SOC whereupon the IC engine is turned off.
  • Hybrid-electric powertrain 20 includes the IC engine 28, two electrical motors 30, 32 which can be operated either as generators or traction motors and a series of clutches 52, 54 56 and (optionally) 58, which allow great flexibility in configuring powertrain 20 as for series, parallel or blended operation, or for pure electric or pure IC based propulsion modes, electrical motors 30, 32, when operating as generators, can be either back driven from drive wheels 26 (regenerative braking) or driven directly by the IC engine 28.
  • the IC engine 28 can provide direct propulsion torque or can be operated in a series type hybrid-electric powertrain configuration where it is usually used to drive electrical machine 30 for the purpose generating electricity.
  • Hybrid-electric powertrain 20 also includes a planetary gear 60 for combining power output from the IC engine 28 with power output from the two electrical motors 30, 32.
  • a transmission 38 couples the planetary gear 60 with the drive wheels 26. Power can be transmitted in either direction through transmission 38 and planetary gear 60 between the propulsion sources and drive wheels 26.
  • braking planetary gear 60 can deliver torque from the drive wheels 26 to the motor/generators 30, 32 or, if the vehicle is equipped for engine braking, to engine 28, distribute torque between the motor/generators 30, 32 and IC engine 28.
  • the plurality of clutches 52, 54, 56 and 58 provide various options for configuring the electrical motors 30, 32 and the IC engine 28 to propel the vehicle through application of torque to the drive wheels 26, to generate electricity by driving the electrical motors 30, 32 from the engine, and to generate electricity from the electrical motors 30, 32 by back driving them from the drive wheels 26.
  • Electrical motors 30, 32 may be run in traction motor mode to power drive wheels 26 or they may be back driven from drive wheels 26 to function as electrical generators when clutches 56 and 58 are engaged.
  • Electrical motor 32 may be run in traction motor mode or generator mode while coupled to drive wheels 26 by clutch 58, planetary gear 60 and transmission 38 while at the same time clutch 56 is disengaged allowing electrical motor 30 to be back driven through clutch 54 from engine 28 to operate as a generator. Conversely clutch 56 may be disengaged and clutch 58 engaged and both electrical motors 30, 32 run in motor mode. In this configuration electrical motor 32 can propel the vehicle while electrical motor 30 is used to crank IC engine 28 for starting.
  • Clutch 52 may be engaged to allow the use of IC engine 28 to propel the vehicle or to allow use of a diesel engine, if equipped with a "Jake brake,” to supplement the capacity of vehicle regenerative and service brake operation to stop the vehicle by engine braking.
  • clutches 52 and 54 When clutches 52 and 54 are engaged and clutch 56 disengaged engine 28 can concurrently propel the vehicle and drive electrical motor 30 to generate electricity. Still further operational configurations are possible although not all are used. Elimination of some configurations allow clutch 58 to be considered as "optional" and for it to be replaced with a permanent coupling.
  • clutches 52, 54, 56 and (if used) 58 allows hybrid-electric powertrain 20 to be configured to operate in a "parallel" mode, in a "series” mode, or in a blended "series/parallel” mode.
  • clutches 54 and 58 could be engaged and clutches 52 and 56 disengaged.
  • Propulsion power is then provided by electrical machine 32 and electrical motor 30 operates as a generator.
  • Clutch 54 is disengaged, electrical machine 32 and IC engine 28 are available to provide direct propulsion.
  • Electrical motor 30 may be used for propulsion.
  • a configuration of powertrain 20 providing a mixed parallel/series mode has clutches 52, 54 and 58 engaged and clutch 56 disengaged.
  • Electrical machine 32 operates as a motor to provide propulsion or in a regenerative mode to supplement braking.
  • IC engine 28 operates to provide propulsion and to drive electrical motor 30 as a generator.
  • Hybrid-electric powertrain 20 can draw on at least two reserves or stores of potential energy, one for the electrical motor 30, 32 and one for the IC engine 28.
  • Capacity for producing electrical energy for the electrical motor 30, 32 is stored in an RESS such as traction batteries 34.
  • Batteries 34 also exhibit rates of charging and discharging which may be limited in comparison to energy flow into or from a fuel tank 62 or capacitors.
  • the availability of power from the electrical power reserve may be referred to as its state of energization (SOE) or, more usually with batteries, as its state of charge (SOC). In either case the value is indicated as a percentage.
  • Combustible fuel for engine 28 is typically a hydro-carbon and, if liquid or gaseous, maybe stored in a fuel tank 62.
  • the fuel tank 62 is resupplied from external sources and unlike the batteries 34 (which function as the vehicle's RESS) cannot be regenerated by operation of the vehicle. Typically a fuel tank 62 can be replenished in a far shorter time period than can the traction batteries 34 can be recharged and the energy density per unit of mass is far greater for most combustible fuels than can be achieved by charging traction batteries 34. Both storage systems are subject to a maximum energy storage limit.
  • Electronic control system 22 also provides control over the PTO vocation/aerial lift unit 2 and PTO motor 122 via RPM 140.
  • PTO motor is illustrated as powered by hydraulic fluid pumped from transmission 38.
  • Private datalink 174 links the ESC 24 with a slaved remote power module (RPM) 140.
  • RPM 140 provides control over the PTO vocation. As illustrated this occurs in cooperation with other controllers including particularly a transmission controller 42.
  • Were the powertrain an hydraulic powertrain PTO motor 122 could be supplied with hydraulic fluid from an accumulator serving as the RESS.
  • PTO vocation/aerial lift unit 2 is an aerial lift (which when extended can have attributes of an hydraulic accumulator), or involves a rotating element with substantial rotational momentum, it is conceivable that such a source could be tapped to back drive electrical motors 32, 30. Such resources could not usually be tapped "on demand" and the opportunities to exploit such transient resources would be subject to narrow and unpredictable timing constraints.
  • Traction batteries 34 may also be charged from external sources (for example plug-in hybrid electric vehicles (PHEV)) or by operation of the powertrain 20.
  • electrical motors 30 and 32 may operate as generators to supply current to recharge traction batteries 34 over a high voltage energy bus 17 from the high voltage energy distribution subsystem.
  • Hybrid inverter 36 provides voltage step down or step up and, if electrical motors 30, 32 are alternating current devices, current rectification and de-rectification between the electrical motors and batteries 34.
  • Fuel a form of stored energy, may be converted first to mechanical power and then to electrical energy and thereby "moved" from the fuel tank 62 to the traction batteries 34.
  • Traction batteries 34 may also be recharged through regenerative energy capture techniques such as regenerative braking, turbo compounding, regenerative energy capture through coast or spin down.
  • Control system 22 also coordinates operation of the elements of the powertrain 20 and the service brakes 40 in response to operator/driver commands to move (accelerator or throttle position "ACC/TP") and stop (BRAKE) received by ESC 24.
  • Energy reserves in terms of the SOC of traction batteries 34 are managed taking into account the operator commands.
  • the control system 22 selects how to respond to the operator commands to meet programmed objectives including efficiently maintaining the SOC of traction batteries 34 as well as protecting powertrain 20 components.
  • control system 22 includes the controllers which broadcast and receive data and instructions over the data links.
  • controllers which broadcast and receive data and instructions over the data links.
  • ESC 24 is a type of body computer and is not assigned to a particular vehicle system.
  • ESC 24 has various supervisory roles and is connected to receive directly or indirectly various operator/driver inputs/commands including brake pedal position (BRAKE), ignition switch position (IGN) and accelerator pedal/throttle position (ACC/TP).
  • Sensor package 70, or the engine controller 46 can be used to collect other data such as ambient air temperature (TEMP).
  • ESC 24 In response to these and other signals ESC 24 generates messages/commands which may be broadcast over datalink 18 or datalink 44 to an anti-lock brake system (ABS) controller 50, the transmission controller 42, the ECM 46, HSC 48 and an accessory motor controller 23 and the MCP 27.
  • ABS anti-lock brake system
  • Accessory motor controller 23 controls high voltage accessory motor 25 in response to directions from other CAN nodes.
  • High voltage accessory motor 25 represents several direct current motors used to support the operation of components such as an air conditioning compressor (not shown), a battery cooling loop pump (not shown) or a power steering pump (not shown).
  • Operator demand for power or torque on powertrain 20 is a function in part of ACC/TP.
  • ACC/TP is an input to the ESC 24 which passes the signal to the hybrid supervisory controller 48.
  • engine 28 is supplying power or torque both for propulsion and for charging of the traction batteries 34 an allocation of the available power from engine 28 is made by the HSC 48.
  • the BMS 64 may also be a source of demand for power or torque.
  • Maintaining batteries 34 SOC is subject to various constraints including the present SOC of the traction batteries 34 and a dynamic limit on the rate at which the traction batteries 34 can accept charge.
  • the traction batteries 34 and engine 28 can be selected so that the engine can be run at its most efficient brake specific fuel consumption during pure charging operation up to a nominal SOC, usually 80% of a full charge.
  • the dynamic limit on the rate of charge can be disregarded during periods when both charging and propulsion are demanded from the powertrain 20.
  • the HSC 48 monitors batteries 34 SOC and when charging of batteries 34 is indicated allocates available torque from the engine 28 or from the drive wheels 26 during dynamic regenerative braking of electrical motors 30 and/or 32 as controlled by MCP 37 to generate electricity for charging traction batteries 34.
  • a vehicle equipped with a hybrid powertrain designed to recapture kinetic energy has sources of torque other than an IC engine and traction motors. Regenerative braking exploits inertia torque of the vehicle. Motors and clutches which have been spun up may be used as sources of torque under some circumstances. A power take-off vocation, such as a utility truck "cherry picker,” can be used as a source of torque under some circumstances. Control over such a powertrain can be implemented in different ways.
  • State determination machine 80 determines a state for powertrain 20.
  • the possible states which form the space of acceptable solutions (solution space) to torque or power demands made on powertrain 20 are supplied as feedback (target states) from a state optimizer block
  • a feedback signal indicating completion of a transition is provided by the active filter to the state determination block 80 as an input.
  • the system is driven by exogenous requests for vehicle tractive effort, which results in generation of a target tractive effort value (supplied to the state determination block 80 and to the state optimization block 81 ) by the tractive effort optimization block 83 and an optimal effort value supplied by the same source to the state determination bock 80.
  • exogenous system constraints supplied to the state determination block 80 are derived from operating variables which include:
  • IC engine 28 coolant temperature
  • traction batteries 34 current limits or temperature may indicate that battery power is unavailable and that, as a result, optimum torque from electrical motors 30, 32 operating in motor mode is zero.
  • Torque demand from the vehicle operator possibly combined with torque demand from other sources such as a PTO controller (RPM 140) or BMS 64 may be combined with desired recharging of the traction batteries 34 to produce a target powertrain state.
  • Other constraints may be applied to the state determination block 80 such an IC engine only mode on account of the vehicle being in a towing mode.
  • state determination block 80 there exists an envelope of motor torques which satisfy hardware constraints. There is a combination of electrical machine torque combinations with can produce the driver's torque output request. Motor torque generated effects available battery power. There are hardware constraints on output torque capacity. The direction of change in motor torque will result in an increase or a decrease motor torque capacity.
  • State machine 80 supplies two outputs to the state optimizer 81 and active filter 82, output torque Te commanded and a system state determination.
  • the active filter 82 takes into account time and frequency constraints for a given engine and takes into account and limits engine torque Te to the constraints, determines transition requirements for fueling or compression, considers engine stop/start overrides and constraints and finally sends torque requests with response time limitations for IC engine 28 and electrical motors 30, 32 to the engine controller 46 and HSC 48.
  • the active filter 82 provides an opportunity for second layer optimization to develop limits or hysteresis values based on the current system state from the state machine 80, the previous optimum state and the future target state for the powertrain.
  • the hybrid aerial lift truck 1 of FIG. 1 may be realized as a REEV.
  • a REEV is a vehicle that is a Plug-In Hybrid Vehicle (PHEV) with All Electric Range (AER) capability.
  • the RESS is rechargeable by connection to external mains. It may be rechargeable by operation of an IC engine or, in part, by regenerative braking.
  • a REEV is equipped with an IC engine it would be theoretically possible that the IC engine would never be run during the service life of the vehicle, though constraints built into the system should prevent such an eventuality.
  • a REEV operates in one of two main propulsion modes or states, a charge depleting (CD) mode 90 and a charge sustaining (CS) mode 95.
  • CD charge depleting
  • CS charge sustaining
  • CD state 90 the powertrain is only allowed to use RESS energy to propel the vehicle. Without reaching an SOC/SOE trigger point for transitioning to charge sustaining mode/state 95 certain conditions may arise which allow, or require, the IC engine to be started. From CD mode 90 two sub-states 91 , 92 may be reached in which IC engine operation is possible.
  • the first of these is an Engine On CD state 91 in which the IC engine is running. As long as the control system state remains in the Engine ON CD state 91 the IC engine is not allowed to cycle off.
  • Another sub-state is Engine Auto Stop/Start CD state 92 in which engine operation is possible but not mandated. Here engine auto stop/start is engaged.
  • state 91 may be invoked due to low ambient temperatures. This is termed a defrost condition and exploits the capacity of an IC engine to rapidly generate what in other circumstances would be waste heat. This allows rapid defrosting and heating for passenger comfort.
  • the system transitions back to state 90 based on engine or transmission coolant temperature, with an appropriate hysteresis band to avoid cycling between state 90 and sub-state 91 .
  • fuel maintenance Hydro-carbon fuels are subject to deterioration over time. This is dealt with by periodically burning the fuel to allow for its replacement.
  • Another possible cause for transition to sub-state 91 might be termed a "grade protection mode" in which the IC engine is held on to assure minimum vehicle grade climbing capability.
  • Other conditions can be allowed for such as hood position, diesel engine special operating conditions (for example diesel particulate filter regeneration), conditions other than a low state of SOC/SOE which limit RESS output power, etc.
  • a CD engine auto stop/start possible sub-state 92 is provided which allows IC engine operation. This may occur on account of a constraint of available RESS power, for example high battery temperature and can occur to maintain vehicle performance.
  • Sub-states 93 and 94 are analogous to sub-states 91 and 92 and occur for similar reasons but to and from CD mode 95.
  • a transition to charge sustaining (CS) mode 95 occurs upon RESS SOC/SOE falling a below a minimum threshold for maintaining CD mode.
  • Transition from CS mode 95 back to CD mode 90 can occur as a result of an intervening plug-in charging event, if the IC engine is run to return charge on the RESS above a minimum return threshold (which is higher than the threshold for maintaining CD mode) or if regenerative braking happens to return sufficient charge to the RESS to meet the return threshold.
  • An engine on/no auto stop/start function state 96 may be provided for a vehicle where the IC engine can be directly applied to a function other than back driving an electrical motor in order to recharge an RESS. State 96 affords continued vehicle operation under circumstances where the electric traction motor is "inoperable," which may occur for a number of reasons.
  • the engine on/no auto stop/start function state 96 may be reached from either CD mode 90 or CS mode 95. Renewed availability of the traction motor results in the state of the machine returning whence it came, respectively CD mode 90 or CS mode 95.
  • a lower speed motor will have a higher torque, for the same power, and hence higher losses.
  • the third factor is the cooling method. Motors that are liquid cooled run at lower temperatures, which reduces the resistance of the windings, and as a result improves efficiency. While cooling might appear to only give a 1 % efficiency, this efficiency is relatively large when the entire powertrain 20 is considered. The last factor has to do with how the electric motor is operated. The efficiency of an electric motor might well be very different from any figure given in the specification, if it operates well away from optimum speeds and torque. In some cases an efficiency map may be provided. Where two electrical motors such as electrical motors 30, 32 are provided, the types of machine applied may be different to expand the solution space
  • efficiency maps are a convenient way to represent motor drive subsystem of a large, complex, system like a vehicle. Efficiency maps guide the torque-speed combinations at which a specific electrical motor drive is efficient and how its output can be combined or displaced by an IC engine, thus allowing for a more efficient design. As with any efficiency map, it must be understood with respect to the system it will be operating in.

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  • 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)

Abstract

La présente invention concerne un véhicule qui comprend un groupe motopropulseur qui présente au moins une première configuration d'un moteur électrique disponible pour la propulsion et d'un moteur à combustion interne disponible pour la propulsion, une source d'électricité générée et un système de stockage d'énergie rechargeable. Un système de commande sélectionne un état de groupe motopropulseur en fonction d'un état cible modélisé, d'une évaluation de coûts objectifs et subjectifs, ainsi que de l'état présent de groupe motopropulseur.
PCT/US2012/051658 2012-08-21 2012-08-21 Groupe motopropulseur de véhicule et procédé WO2014031099A1 (fr)

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Publication number Priority date Publication date Assignee Title
CN104466999A (zh) * 2014-12-06 2015-03-25 国网浙江省电力公司电动汽车服务分公司 一种含电动汽车和风电机组的虚拟发电厂竞价策略的确定方法
US9783187B2 (en) 2016-01-19 2017-10-10 Ford Global Technologies, Llc Mitigating transient current effects in engine autostart/stop vehicle
CN108944475A (zh) * 2018-06-28 2018-12-07 安徽合力股份有限公司 一种增程式电动叉车电气***
WO2020086163A1 (fr) * 2018-09-07 2020-04-30 Cummins Inc. Entraînement à récupération d'énergie combiné monté sur transmission

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US20090118932A1 (en) * 2007-11-04 2009-05-07 Gm Global Technology Operations, Inc. Engine control system for torque management in a hybrid powertrain system
US20100107632A1 (en) * 2008-11-04 2010-05-06 Gm Global Technology Operations, Inc. Hybrid powertrain and method for controlling a hybrid powertrain
US20110009236A1 (en) * 2009-07-13 2011-01-13 Gm Global Technology Operations, Inc. Method for transitioning control in a multi-mode hybrid transmission

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US20090118932A1 (en) * 2007-11-04 2009-05-07 Gm Global Technology Operations, Inc. Engine control system for torque management in a hybrid powertrain system
US20100107632A1 (en) * 2008-11-04 2010-05-06 Gm Global Technology Operations, Inc. Hybrid powertrain and method for controlling a hybrid powertrain
US20110009236A1 (en) * 2009-07-13 2011-01-13 Gm Global Technology Operations, Inc. Method for transitioning control in a multi-mode hybrid transmission

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104466999A (zh) * 2014-12-06 2015-03-25 国网浙江省电力公司电动汽车服务分公司 一种含电动汽车和风电机组的虚拟发电厂竞价策略的确定方法
US9783187B2 (en) 2016-01-19 2017-10-10 Ford Global Technologies, Llc Mitigating transient current effects in engine autostart/stop vehicle
CN108944475A (zh) * 2018-06-28 2018-12-07 安徽合力股份有限公司 一种增程式电动叉车电气***
WO2020086163A1 (fr) * 2018-09-07 2020-04-30 Cummins Inc. Entraînement à récupération d'énergie combiné monté sur transmission

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