DE102014105724A1 - Engine performance Quantisierungsfunktionsauswahl - Google Patents

Abstract

A vehicle having an engine and a traction battery and a method of operating an engine are disclosed. A controller operates the engine according to quantized engine performance levels. The level of quantization depends on a total power requirement. For low values of the total power requirement, the selected quantization level can be at least equal to the total power requirement. For high values of the total power requirement, the selected quantization level can be less than or equal to the total power requirement. Between low and high values, the selected quantization level can be the quantization level that is closest to the total power requirement. The traction battery can receive or deliver power depending on the selected quantization level.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of application No. 13 / 007,700, filed on Jan. 17, 2011, the disclosure of which is fully incorporated herein by reference.

TECHNICAL AREA

The present invention relates to a hybrid vehicle and a method of control.

BACKGROUND

1 FIG. 12 is a block diagram of a conventional "load order" engine power determination architecture 10 for a hybrid electric vehicle. In the conventional architecture 10 becomes an engine power command 12 as the sum of a driver power command 14 and a battery power command 16 certainly. In itself reacts in the conventional architecture 10 the engine is directly responsive to any change in the driver power command 14 ,

Thus, in real driving, there may be some chaotic and aggressive driver power command 14 easily a fault of the engine power command 12 produce. The fault may be as rapid fluctuations and agitation of the engine power command 12 be reflected. Such transient phenomena may adversely affect engine combustion efficiency and cost additional temporary fuel. Further, many engine control parameters will be based on the rate of change of the engine power command 12 Planned "predictively". Therefore, engine malfunctions may cause other non-optimal engine settings and aggravate fuel / air errors. Even if the A / F ratio can be kept within a moderate narrow range, the integration effect of fuel enrichments caused by more frequent transient phenomena can be increased and accumulated to a significant level of fuel losses.

SUMMARY

A vehicle is disclosed that includes an engine, a traction battery, and at least one controller. The controller is programmed to request power from the engine that is at least equal to the total power demand when the total power demand is less than a predetermined value such that the traction battery receives power. The controller is programmed to request power from the engine that is less than the total power demand when the total power demand is greater than another predetermined value so that the traction battery provides power to meet the total power demand. The controller may be further programmed to request power from the engine at quantized levels such that the traction battery receives power according to the difference between the total power demand and the quantized requested power level. The total power demand may be the sum of a driver power demand and a battery power demand. The controller may be further programmed to request power from the engine at a selected one of the quantized levels that is closest in value to the total power demand. The vehicle may be further programmed to request power from the engine at one of the quantized levels closest in value to the total power demand when the total power demand is greater than the predetermined value and less than the other predetermined value.

A vehicle is disclosed that includes an engine, a traction battery, and at least one controller. The controller is programmed to request power from the engine at quantized levels that are less than or equal to the total power requirement so that the traction battery provides power to meet the overall power demand. The total power demand can be the sum of the driver power demand and the battery power demand. The controller may be further programmed to request power from the engine at quantized levels at least equal to the total power demand when the total power demand is less than a predetermined value such that the traction battery receives power from the engine. The controller may be further programmed to request power from the engine at a selected one of the quantized levels that is closest in value to the total power demand when the total power demand is greater than a predetermined value and less than another predetermined value.

A method for operating an engine is disclosed. The method includes outputting power from the engine that is at least equal to a total power demand when the total power demand is less than a predetermined value. The method further includes outputting power from the engine that is less than the total power demand when the total power demand is greater than another predetermined value. The method further comprises requesting power from the engine at a selected one of a plurality of quantized levels that is closest in value to the total power demand when the total power demand is greater than the predetermined value and less than the other predetermined value. The method may further include the total power demand being the sum of the driver power demand and the battery power demand. The method may further include requesting power from the engine at one of the quantized levels that is closest in value to the total power demand when the total power is less than the predetermined value or greater than the other predetermined value.

BRIEF DESCRIPTION OF THE DRAWINGS

1 FIG. 12 illustrates a block diagram of a conventional "load-follow" engine power determination architecture for a hybrid electric vehicle; FIG.

2 FIG. 12 is a diagram of an exemplary hybrid vehicle; FIG.

3 FIG. 12 illustrates a block diagram of an improved engine performance determination architecture configured to implement a method of controlling for the mitigation of transient engine phenomena in a hybrid vehicle, according to one embodiment of the present invention;

4 FIG. 10 is a flowchart describing operation of engine power command quantization with a hysteresis process of the method for controlling transient engine phenomena; FIG.

5 FIG. 10 is a flowchart describing operation of the quantized engine power command filtering process of the method for controlling transient engine phenomena attenuation; FIG. and

6 FIG. 12 illustrates a graphical representation of one possible embodiment for selecting a quantization function.

DETAILED DESCRIPTION

Embodiments of the present disclosure are described herein. Of course, however, the disclosed embodiments are only examples, and other embodiments may take various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of specific components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limitation, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. As those skilled in the art understand, various features illustrated and described with respect to any of the figures may be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The illustrated combinations of features provide representative embodiments for typical applications. However, various combinations and modifications of the features consistent with the teachings of this disclosure may be desired for specific applications or implementations.

2 FIG. 12 is a diagram of one possible embodiment of a hybrid vehicle. FIG 20 dar. The hybrid vehicle 20 includes a first set of wheels 22 , a second set of wheels 24 and a wheel drive system or drive train 26 ,

The powertrain 26 may be configured to the first and / or the second wheelset 22 . 24 to drive or operate. The powertrain 26 may have any suitable configuration, such as. As a series drive, a branched hybrid drive or a dual mode branching, such as One of ordinary skill in the art. The powertrain 26 points in the in 2 In the embodiment shown, a power split drive configuration.

The powertrain 26 may be configured to the first and / or the second wheelset 22 . 24 to drive or to deliver a torque to them. In the embodiment shown, the drive train is 26 configured to the first wheelset 22 while driving an electric machine 28 such as B. an electric motor is configured to the second wheel 24 drive. Alternatively, the second wheelset 24 without electric machine 28 be provided.

The hybrid vehicle 20 may include any suitable number of power sources. In the in 2 In the embodiment shown, the hybrid vehicle comprises 20 a primary source of power 30 and a secondary power source 32 , The primary source of power 30 may be any suitable power generating device such. B. be an internal combustion engine. The secondary power source 32 may be electrical, not electrical, or combinations thereof. An electrical power source such. As a battery, a battery pack with electrically interconnected cells, a capacitor or a fuel cell can be used. When a battery is used, it may be of any suitable type, such as a battery. Based on nickel-metal hydride (Ni-MH), nickel-iron (Ni-Fe), nickel-cadmium (Ni-Cd), lead-acid, zinc bromide (Zu-Br) or lithium. When a capacitor is used, it may be of any suitable type, such as a capacitor. As an ultra-capacitor, a supercapacitor, an electrochemical capacitor or an electronic double-layer capacitor. A non-electric power source may be a device whose energy can be converted into electrical or mechanical energy. A hydraulic power source or mechanical power source such. As a flywheel, a spring, an engine or compressed gases, for example, store energy that can be converted as needed into electrical or mechanical energy or delivered as such. For the sake of simplicity, the following description will mainly refer to an embodiment of the present invention including an electric power source.

The primary and secondary power sources 30 . 32 may be designed to power to a power transmission system 34 and / or an electric machine 28 to deliver The power transmission system 34 Can be designed to have one or more wheelsets 22 . 24 drive. In at least one embodiment, the power transmission system 34 in any suitable manner, such as B. with a drive shaft, chain or other mechanical connection with a differential 36 be connected. The differential 36 can with every wheel of the first wheelset 22 by one or more waves 38 such as B. be connected to an axis or half-wave.

The power transmission system 34 may include various mechanical, electrical and / or electromechanical devices. In the embodiment shown, the power transmission system comprises 34 a planetary gear arrangement 40 , a first electric machine 42 , a power transmission unit 44 and a second electric machine 46 as primary components.

The planetary gear arrangement 40 may be of any suitable configuration. In the embodiment shown, the planetary gear arrangement comprises 40 a sun wheel 50 , several planet gears 52 and a ring gear 54 ,

The primary source of power 30 can be selective with the planetary gear 40 via a clutch 56 be coupled. The coupling 56 may be of any suitable type, such as B. an overrunning clutch that allows the primary power source 30 the planetary gear arrangement 40 drives. When the clutch 56 is the primary power source 30 the planet wheels 52 rotate. The rotation of the planetary gears 52 can then the ring gear 54 rotate. The ring gear 54 can with a power transfer unit 44 coupled with the differential 36 for transmitting torque to the vehicle wheels is coupled to the hybrid vehicle 20 drive. The power transmission unit 44 may include multiple gear ratios that may be engaged to provide a desired vehicle response.

The first electric machine 42 , which can be a motor or motor / generator, can work with the sun gear 50 be coupled to provide a torque to that through the primary power source 30 supplied torque to complement or counteract this. A brake 58 may be provided to the speed and / or the transmission or torque of the first electric machine 42 on the sun wheel 50 to reduce.

The secondary power source 32 and / or the first electric machine 42 can use a second electric machine 46 drive. The second electric machine 46 , which can be an engine, can be equipped with a power transmission unit 44 be coupled to the hybrid vehicle 20 drive.

One or more controllers 60 can different aspects of the hybrid vehicle 20 monitor and control. For simplicity, a single controller 60 shown; however, multiple controllers may be provided to monitor and / or control the components, systems and functions described herein.

The controller 60 can with the primary power source 30 , the secondary power source 32 and the electrical machines 42 . 46 communicate to monitor and control their operation and performance. The controller 60 may receive signals indicative of engine speed, engine torque, vehicle speed, electric machine speed, electric machine torque, and secondary power source operating status 32 in a manner known to those skilled in the art. For example, an engine speed sensor may be configured to detect the speed or rotational speed of an associated component to detect engine speed. Such a speed sensor may be at the primary power source 30 be installed to detect the speed or speed of an output shaft of the primary power source. Alternatively, a speed sensor in the drive train 26 downstream of the primary power source 30 be arranged.

The controller 60 can receive input from other components or subsystems. The controller 60 For example, it may receive a signal indicative of vehicle acceleration generated by a driver or by a vehicle system, such as a vehicle. B. an active or intelligent cruise control system is requested. Such a signal may be by or based on a signal from an input device or a sensor 62 such as B. an accelerator pedal sensor or a cruise control input device.

The controller 60 may also receive a signal indicative of the vehicle deceleration experienced by a driver or by a vehicle system, such as a vehicle. B. an active or intelligent cruise control system is requested. Such a signal may be from or based on a signal from an input device or a sensor 64 such as B. a brake pedal sensor or a cruise control input device.

Acceleration and deceleration requests may be used to evaluate whether an "accelerator pedal" event or an "accelerator pedal release" event has occurred. An accelerator pedal event indicates that additional power or vehicle acceleration is being requested. An accelerator pedal event indicates that less power or slowdown is being requested. For example, an operation of an accelerator pedal may indicate an accelerator pedal kick event. Similarly, braking the vehicle, lifting an accelerator pedal or combinations thereof may indicate an accelerator pedal release event.

In a hybrid vehicle, accelerating events (accelerator pedaling) and decelerating events (accelerator pedal loops) may result in a change in the power delivered to actuate the wheels of the vehicle. In general, an acceleration request increases the power consumption demand and a deceleration request reduces the power consumption requirement. This change in power demand may result in a transient or transient condition in which the operating characteristics of at least one power source are changed to provide an increased or decreased amount of power.

In a hybrid vehicle with an engine, engine power may be a function of engine output torque and engine speed (eg, power = torque · speed). During transient conditions, reduced fuel economy may occur if the engine torque and engine speed are not intelligently controlled. Aggressive driving with more frequent accelerator pedal and / or accelerator pedal events can increase fuel economy deficiencies. The disclosed vehicle and method can improve fuel economy as compared to existing methodologies by providing an improved control method.

3 FIG. 12 is a block diagram of one possible embodiment of an improved engine performance determination architecture. FIG 70 configured to implement a method of controlling for mitigation of transient engine phenomena in a hybrid vehicle. The improved architecture 70 is described with respect to an embodiment of a hybrid vehicle having an engine as a primary power source and a battery as a secondary source; however, it should be understood that other primary and secondary power sources may be used as described above in various embodiments.

Processes for quantizing and filtering the engine power command are included in the control method for the attenuation of transient engine phenomena. One objective of the method of mitigating transient engine phenomena is to effectively smooth the profile of the engine power command and allow the battery to provide power to supplement the high frequency and chaotic components of the drive power.

Compared to a conventional architecture 10 leads the improved architecture 70 the following additional processes to profile the engine power command: (i) engine power command quantization with a hysteresis process (discussed below with reference to FIGS 4 described); and (ii) a filtering process for the quantized engine power command (described below with reference to FIGS 5 described).

The improved architecture 70 that in a controller 60 can be implemented includes an engine power command quantization and filtering module 72 , In general, the module receives 72 a raw engine power command (P _tot ) 12 as input. The engine power command (P _tot ) 12 can then be processed by the engine power command quantization with the hysteresis process and the quantized engine power command filtering process. The generated output is a smoothed engine power _command (P _{tot_final} ) 74 , Both in the conventional architecture 10 as well as the improved architecture 70 becomes the engine power command (P _tot ) 12 as the sum of a driver power command 14 and a battery power command 16 certainly. The improved architecture 70 however, gives the smoothed engine power _command (P _{tot_final} ) 74 unlike the engine power command (P _tot ) 12 to determine an engine torque command.

The quantization and filter module 72 includes a quantizer 76 and a hysteresis logic 78 , The quantizer 76 and the hysteresis logic 78 generate an output of a quantized engine power _command (P _{tot_quantized} ) 80 on the basis of performing the engine power command quantization with hysteresis processes (refer to FIGS 4 described) on the engine power command (P _tot ) 12 ,

The quantization and filter module 72 can also be a process 68 include a special quantization function to use 76 select. The quantization selection process 68 can indicate the type of quantization to be performed under different conditions. Typical quantization functions may include a maximum function that rounds to the next higher quantization level, a minimum function that rounds to the next lower quantization level, or a rounding function that rounds to the next quantization level. The selection of the specific quantization function may depend on the current operating state of the vehicle.

An embodiment of the quantization selection function 68 can on the engine power command (P _tot ) 12 based. The engine power command 12 may reflect a total power demand for the vehicle. 6 Figure 13 shows one possible embodiment of the quantization selection function wherein the engine power range is divided into separate segments - an area 200 with low power, one area 202 with medium power and an area 204 with high performance. The ranges may be determined using calibratable values to define the ranges. When the engine power command 12 is within a given range, a different quantization function can be selected. One possible configuration may then be to select a maximum function in the low-power range, a mid-power rounding function, and a minimum high-power range function. The values defining the ranges can be calibrated to provide improvements in fuel economy and performance. It should be noted that the described embodiment is only one possible scheme and other embodiments may be selected.

Regarding 6 can be a low power threshold 206 a boundary between the area 200 with low power and the range 202 define with medium power. When the engine power command is below the low power threshold 206 engine power may be in the range 200 be considered with low power. A high performance threshold 208 can also be defined, which is a boundary between the area 202 with medium power and the range 204 defined with high performance. An engine power command that falls between the low power threshold 206 and the high power threshold 208 can fall as in the field 202 be considered with medium power. Finally, an engine power command may exceed the high power threshold 208 lies, as in the area 204 be considered with high performance.

Inside each of the areas in 6 a master pattern engine power command is shown along with a corresponding quantized power command. In the area 200 with low power a maximum function is shown. There is shown graphically where the total engine power command 210 is quantized to the next higher quantization level, such as the quantized power signal 212 described. The maximum function is the quantized power command 212 on or above the total engine power command signal 210 , as shown. In the area 202 with medium power a rounding function is shown. There is shown graphically where the total engine power command 214 is rounded to the next level of quantization, as by the quantized power signal 216 described. In this case, the quantized power signal 216 above or below the total engine power command signal 214 depending on the next quantization level. In the area 204 with high power a minimum function is shown. There is shown graphically where the total engine power command 220 is quantized to the next lower quantization level, as by the quantized power signal 218 described. For the minimum function is the quantized power command 218 on or under the total engine power command signal 220 , as shown.

wobei INT(x) eine Funktion ist, die auf die nächste ganze Zahl unter dem Wert beschneidet und Qntz_Step die Größe der Quantisierungsniveaus ist. Es ist zu beachten, dass andere Ausführungsformen von Quantisierungsfunktionen möglich sein können.An embodiment with a fixed quantization step (Qntz_Step) can be described, for example, as follows:

where INT (x) is a function that truncates to the nearest integer below the value and Qntz_Step is the size of the quantization levels. It should be noted that other embodiments of quantization functions may be possible.

The engine power command (P _tot ) 12 is the sum of the driver power command 14 and the battery power command 16 and may represent the total power requirement of the vehicle. After the quantization and filter module 72 the engine power command 12 has processed, the smoothed engine power _command (P _{tot_final} ) 74 unlike the engine power command 12 , In the case where the smoothed engine power command 74 is greater than the engine power command 12 Power can be delivered to the battery as the engine can produce more power than requested. In the case where the smoothed engine power command 74 less than the engine power command 12 , the battery can deliver power to meet the shortfall in total power demand.

With reference to 3 can now the quantization and filter module 72 also a filter 82 include. The filter 82 may be the filtering process of the quantized engine power command (hereinafter with reference to 5 using a low-pass filter to determine the power difference (ΔP). 84 between the engine power command (P _tot ) 12 and the quantized engine power _command (P _{tot_quantized} ) 80 to smooth. The filter 82 can a filtered power difference (ΔP _filtered ) 86 as output. The quantized engine power _command (P _{tot_quantized} ) 80 and the filtered one Power difference (ΔP _filtered ) 86 can then be summed to a smoothed engine power _command (P _{tot_final} ) 74 to create. _{Smoothed Engine Power Command} (P _{tot_final} ) 74 can from the quantization and filter module 72 for use in determining an engine torque command.

The filter 82 can a filter constant (fk) 88 used by a filter determination calculation table 90 of the quantization and filter module 72 for smoothing the power difference (ΔP) 84 is supplied to the filtered power difference (ΔP _filtered ) 86 to create. As described in more detail below, the filter constant (fk) 88 adaptive on the basis of the amplitude of the power difference (ΔP) 84 and a fuel loss% (φ) 92 be determined. The fuel loss% (φ) 92 can be calculated online based on the lambda (λ) A / F ratio with feedback in closed loop.

4 and 5 make flowcharts 100 and 130 respectively describing possible embodiments of the engine power command quantization with the hysteresis process and the quantized engine power command filtering process.

As will be appreciated by those skilled in the art, the flow charts represent 100 and 130 a control logic that may be implemented using hardware, software, or a combination thereof. The various functions may be performed, for example, using a programmed microprocessor. The control logic may be implemented using any of a number of known programming or processing techniques or strategies, and is not limited to the order of sequence presented. For example, processing controlled by interruption or event is used in real-time control applications as a purely sequential strategy, as shown. Also, pair processing, multitasking or multithreading systems and methods may be used to achieve the objects, features and advantages of the present invention.

The present invention is independent of the particular programming language, operating system processor, or circuitry used to develop and / or implement the illustrated control logic. Also, depending on the particular programming language and processing strategy, various functions in the illustrated sequence may be performed substantially simultaneously or in a different sequence while accomplishing the features and advantages of the present invention. The illustrated functions may be modified or omitted in some instances without departing from the spirit or scope of the present invention.

Regarding 4 with continued reference to the improved architecture 70 , in the 3 is shown is a flowchart 100 showing the operation of engine power command quantization with the hysteresis process. The quantizer 76 and the hysteresis logic 78 of the quantization and filter module 72 perform this process.

This process provides a power quantization process designed to maintain the raw engine power command (P _tot ). 12 to discretize into predetermined (calibratable) grids. When the engine power command (P _tot ) 12 is fluctuated within a unit performance step, the engine output command is kept at a quantized constant level to eliminate any rapid changes or agitation. For example, assuming that the power quantization raster step size is 5kW, any engine command ripple having a "change amplitude" smaller than 5kW will be filtered out. Instead, the battery power fills in the temporary need.

The hysteresis logic is embedded to prevent the quantized engine power command from inadvertently switching quickly between two adjacent quantization grids. During an accelerator pedal event, therefore, at the iteration n, the quantized engine power command can be updated only when the "amplitude increase" of the engine power command (P _tot ) 12 exceeds the previously quantized engine power command (recorded from a previous iteration (n-1) by more than a threshold of the upper limit. Otherwise, the quantized engine power command remains the same as in the previous iteration. Similarly, a lower limit threshold is used in the hysteresis logic for accelerator release events.

The operation of engine power command quantization with the hysteresis process begins with the value of "Upper Limit", "Lower Limit", and "Grid Size" in Block 102 is determined. The grid size value specifies the step size for each quantization grid. The value of the upper limit gives an engine power command "amplitude increase" threshold for accelerator pedal events. The lower limit value indicates an engine power command "amplitude reduction" threshold for accelerator pedal loseness events.

Before quantizing, an optional step may be to select the quantization function as part of the block 102 be performed. The selection of the quantization function may be based on the engine power command (P _tot ). 12 based. In the block 102 quantizes the quantizer 76 during a current iteration "n" the engine power command (P _tot ) 12 as a function of the raster _size to produce a quantized engine power _command (P _{tot_quantized} ) for the current iteration "n". The quantization can be performed with the selected quantization function, which may be a minimum, maximum or rounding function.

In the block 104 becomes the engine power command (P _tot ) 12 checked to see if it is greater than zero. When the engine power command (P _tot ) 12 in the block 104 is not greater than zero, then in the block 106 the quantized engine power _command (P _{tot_quantized} ) 80 on the engine power command (P _tot ) 12 set (ie P _{tot_quantized} = P _dead ). When the engine power command (P _tot ) 12 in the block 104 is greater than or equal to zero, then the process moves to the block 108 continued.

The block 108 checks if there is an accelerator pedal event. If an accelerator pedal kick event in the block 108 exists, then tests the hysteresis logic 78 in the block 110 Whether the engine power command (P _tot ) 12 is greater by a predetermined amount than the previous quantized engine power _command (P _{tot_quantized_last} ). This can be done by comparing the engine power command (P _tot ) 12 with the sum of the previous quantized engine power _command (P _{tot_quantized_last} ) and the value of the upper limit (Block 110 ) (ie P _tot > P _{tot_quantized_last} + upper bound). The previous quantized engine power _command (P _{tot_quantized_last} ) is a value provided by the quantizer 76 during the previous iteration "n - 1" is recorded. When the engine power command 12 is greater than the previous quantized engine power _command by a predetermined amount, then the quantized engine power _command (P _{tot_quantized} ) 80 to the quantized engine power _command (P _{tot_quantized} ), which in block 102 for the current iteration "n" is set (ie P _{tot_quantized} = P _{tot_quantized} ) as in the block 112 shown. When the engine power command 12 is not greater than the previous quantized engine power _command by a predetermined amount, then the quantized engine power _command (P _{tot_quantized} ) 80 set to the previous quantized engine power _command (P _{tot_quantized_last} ) (ie P _{tot_quantized} = P _{tot_quantized_last} ) as in the block 114 shown.

If there is no accelerator pedal event (block 108 ), then an accelerator pedal event may exist. The hysteresis logic 78 checks if the engine power command (P _tot ) 12 by a predetermined amount less than the previous quantized engine power _command (P _{tot_quantized_last} ). This can be done by comparing the engine power command (P _tot ) 12 with the difference between the previous quantized engine power _command (P _{tot_quantized_last} ) and the value of the lower limit (Block 116 ) (ie P _tot <P _{tot_quantized_last} - lower bound). When the engine power command (P _tot ) 12 is less than the previous quantized engine power _command (P _{tot_quantized_last} ) by a predetermined amount, then the output quantized engine power _command (P _{tot_quantized} ) 80 to the quantized engine power _command (P _{tot_quantized} ), which in block 102 for the current iteration "n" is set (ie P _{tot_quantized} = P _{tot_quantized} ) as in the block 118 shown. When the engine power command (P _tot ) 12 is not less than the previous quantized engine power _command (P _{tot_quantized_last} ) by a predetermined amount, then the output quantized engine power _command (P _{tot_quantized} ) 80 set to the previous quantized engine power _command (P _{tot_quantized_last} ) (ie P _{tot_quantized} = P _{tot_quantized_last} ) as in the block 120 shown.

The previous quantized engine power _command (P _{tot_quantized_last} ) is then updated 122 so that it _outputs the output quantized engine power _command (P _{tot_quantized} ) 80 that was determined in the current iteration (ie P _{tot_quantized_last} = P _{tot_quantized} ). The updated previous quantized engine power command will in turn be for the subsequent iteration (represent n + 1) of the engine power command (P _tot ). 12 used at a subsequent time.

Regarding 5 with continued reference to the improved architecture 70 , in the 3 is shown is a flowchart 130 showing the operation of the filtering process of the quantized engine power command. The filter 82 of the quantization and filter module 72 performs this process.

Initially, the filter has 82 Access to the output quantized engine power _command (P _{tot_quantized} ) 80 and the previous quantized engine power _command (P _{tot_quantized_last} ). As above with reference to 3 specified, receives the filter 82 the power difference (ΔP) 84 between the engine power command (P _tot ) 12 and the quantized engine power _command (P _{tot_quantized} ) 80 (ie ΔP = P _tot - P _{tot_quantized} ) as input. The filter 82 also receives the filter constant (fk) 88 which passes through the filter determination calculation table 90 is delivered as input.

The operation of the quantized engine power command filtering process begins with the filter 82 checks if the quantized engine power _command (P _{tot_quantized} ) 80 and the previous quantized engine power _command (P _{tot_quantized_last} ) has a different value (ie P _{tot_quantized} # P _{tot_quantized_last} ) as in the block 132 shown. When the quantized engine power _command (P _{tot_quantized} ) 80 and the previous quantized engine power _command (P _{tot_quantized_last} ) have a different value, then the filter sets 82 the power difference (ΔP) 84 returns to zero and sets a filtered power difference (ΔP _filtered ) 86 to zero (ie ΔP = 0 and ΔP _filtered = 0), as in the block 134 shown. When the quantized engine power _command (P _{tot_quantized} ) 80 and the previous quantized engine power _command (P _{tot_quantized_last} ) have the same value, then the filter sets 82 the power difference (ΔP) 84 on the difference between the engine power command (P _tot ) 12 and the output quantized engine power _command (P _{tot_quantized} ) 80 (ie ΔP = P _tot - P _{tot_quantized} ) in the block 136 , In the block 138 receives the filter 82 the filter constant (fk) 88 , In the block 140 is the power difference (ΔP) 84 that from the block 136 is obtained as a function of the filter constant (fk) 88 filtered to obtain a filtered power difference (ΔP _filtered ) 86 to create.

At the completion of the block 134 or blocks 140 gives the filter 84 the filtered power difference (ΔP _filtered ) 86 to a summation segment 94 of the quantization and filter module 72 out. The filtered power difference (ΔP _filtered ) 86 is zero if it's out of the block 134 is issued. The filtered power difference (ΔP _filtered ) 86 is the power difference (ΔP) 84 that from the block 136 obtained as a function of the filter constant (fk). 88 is filtered when out of the block 140 is issued.

The process of both blocks 134 and 140 drives to the block 142 in which it is checked whether the engine power command (P _tot ) 12 is greater than zero (ie P _tot > 0). When the engine power command (P _tot ) 12 is not greater than zero, then the engine power _command (P _{tot_final} ) 74 which consists of the quantization and filter module 72 is issued to the engine power command (P _tot ) 12 set (ie P _{tot_final} = P _dead ), as in the block 144 shown. When the engine power command (P _tot ) 12 greater than zero, then the output engine power _command (P _{tot_final} ) 74 to the sum of the quantized engine power _command (P _{tot_quantized} ) 80 and the filtered power difference (ΔP _filtered ) 86 set (ie P _{tot_final} = P _{tot_quantized} + ΔP _filtered ) as in the block 146 shown. Again the summation segment adds up 94 of the quantization and filter module 72 the quantized engine power _command (P _{tot_quantized} ) 80 and the filtered power difference (ΔP _filtered ) 86 and then gives the engine power _command (P _{tot_final} ) 74 which is the sum of these two variables.

As in 3 shown, provides the quantization and filter module 72 an engine power _command (P _{tot_final} ) 74 to a vehicle system control module (VCS module) 96 (eg another part of the controller 60 ). The VCS module 96 determines an optimal engine torque command for the engine 30 based on engine power _command (P _{tot_final} ) 74 , The quantization and filter module 72 can also use the engine power _command (P _{tot_final} ) 74 to an engine operation management strategy module (EOMS module) 98 (eg another part of the controller 60 ) deliver. The EOMS module 98 determines an engine _{speed command} based on the engine power _command (P _{tot_final} ) 74 ,

The design principle of the filter determination calculation table 90 will now be explained in more detail. If the power difference (ΔP) is small, fast filtering is used. This means that a small amplitude of the engine power command change is allowed to some extent because it is less influential in triggering transient combustion phenomena. When the power difference (ΔP) is large, slow filtering is applied so that large command swings and abrupt changes in the open loop are smoothed greatly to mitigate potential combustion inefficiency. On the other hand, the higher the fuel loss% (φ), the slower the required filtering to further suppress rapid transient phenomena. Such a closed-loop mechanism guarantees consistent engine performance when a large enrichment A / F error is detected.

It is noted that a reset to the power difference (ΔP) 84 and the filtered power difference (ΔP _filtered ) 86 can be applied (block 134 from 5 ) if P _{tot_quantized} # P _{tot_quantized_last} , which indicates that there really is a desired engine power change from the driver. Therefore, the output engine power _command (P _{tot_final} ) may be output. 74 be allowed to jump to a new point on the quantized power grid.

Summarized after the quantization and filtering of the input engine power command (P _tot ) 12 the final issued profiled engine power _command (P _{tot_final} ) 74 as the sum of the quantized engine power _command (P _{tot_quantized} ) 80 and the filtered power difference (ΔP _filtered ) 86 determined (ie P _{tot_final} = P _{tot_quantized} + ΔP _fitered ).

Advantages provided by the method of mitigating transient engine phenomena may include smoothing engine operations and eliminating unnecessary overt engine combustion phenomena in an open loop to sympathetically mitigate A / F enrichments, the use of the battery to reduce driver performance "disturbances". and adaptively optimizing engine performance between "load leveling" and "load following" to further enhance fuel economy.

The processes, methods, or algorithms disclosed herein may be deliverable to / implemented by a processing device, controller, or computer, which may include any existing programmable electronic control unit or dedicated electronic control unit. Likewise, the processes, methods, or algorithms may be stored in a variety of forms as data and instructions executable by a controller or computer, including information stored permanently on non-writable storage media, such as storage media. ROM devices are stored, and information stored on recordable storage media such. As disks, magnetic tapes, CDs, RAM devices and other magnetic and optical media are stored changeable, but without being limited thereto. The processes, methods or algorithms can also be implemented in an executable software object. The processes, methods or algorithms may alternatively be wholly or partially using suitable hardware components such. Application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs), state machines, controllers or other hardware components or devices or a combination of hardware, software and firmware components.

Although exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. Rather, the words used in the specification are words of description to be limiting and, of course, various changes may be made without departing from the spirit and scope of the disclosure. As previously described, the features of various embodiments may be combined to form further embodiments of the invention which may not be explicitly described or illustrated. Although various embodiments may provide advantages or have been described as preferred to other embodiments or implementations of the prior art with respect to one or more desired properties, one skilled in the art will recognize that one or more features or properties may be compromised. to achieve desired overall system attributes that depend on the specific application and implementation. These attributes may include, but are not limited to, cost, strength, durability, life cost, taggeability, appearance, location, size, serviceability, weight, manufacturability, ease of assembly, etc. As such, embodiments are deemed less desirable than other embodiments or implementations of the prior art with respect to one or more properties, are not outside the scope of the disclosure and may be desirable for specific applications.

• A. Fahrzeug, das Folgendes umfasst: eine Kraftmaschine; eine Traktionsbatterie; und mindestens einen Controller, der dazu programmiert ist, (i) als Reaktion darauf, dass ein Gesamtleistungsbedarf geringer ist als ein vorbestimmter Wert, Leistung von der Kraftmaschine anzufordern, die zumindest gleich dem Gesamtleistungsbedarf ist, so dass die Traktionsbatterie Leistung empfängt, und (ii) als Reaktion darauf, dass der Gesamtleistungsbedarf großer ist als ein anderer vorbestimmter Wert, Leistung von der Kraftmaschine anzufordern, die geringer ist als der Gesamtleistungsbedarf, so dass die Traktionsbatterie Leistung liefert, um den Gesamtleistungsbedarf zu erfüllen.
• B. Fahrzeug nach Anspruch A, wobei der mindestens eine Controller ferner dazu programmiert ist, Leistung von der Kraftmaschine mit quantisierten Niveaus anzufordern, so dass die Traktionsbatterie Leistung gemäß der Differenz zwischen dem Gesamtleistungsbedarf und der von der Kraftmaschine in quantisierten Niveaus angeforderten Leistung empfängt oder liefert.
• C. Fahrzeug nach Anspruch B, wobei der mindestens eine Controller ferner dazu programmiert ist, Leistung von der Kraftmaschine mit einem ausgewählten der quantisierten Niveaus anzufordern, das im Wert am nächsten zum Gesamtleistungsbedarf liegt.
• D. Fahrzeug nach Anspruch B oder C, wobei der mindestens eine Controller ferner dazu programmiert ist, als Reaktion darauf, dass der Gesamtleistungsbedarf größer als der vorbestimmte Wert und geringer als der andere vorbestimmte Wert ist, Leistung von der Kraftmaschine mit einem der quantisierten Niveaus anzufordern, das im Wert am nächsten zum Gesamtleistungsbedarf liegt.
• E. Fahrzeug nach einem Anspruch aus A bis D, wobei der Gesamtleistungsbedarf die Summe des Fahrerleistungsbedarfs und des Batterieleistungsbedarfs ist.
• F Fahrzeug, das Folgendes umfasst: eine Kraftmaschine; eine Traktionsbatterie; und mindestens einen Controller, der dazu programmiert ist, Leistung von der Kraftmaschine mit quantisierten Niveaus anzufordern, die geringer als oder gleich dem Gesamtleistungsbedarf sind, so dass die Traktionsbatterie Leistung liefert, um den Gesamtleistungsbedarf zu erfüllen.
• G. Fahrzeug nach Anspruch F, wobei der mindestens eine Controller ferner dazu programmiert ist, als Reaktion darauf, dass der Gesamtleistungsbedarf geringer ist als ein vorbestimmter Wert, Leistung von der Kraftmaschine mit quantisierten Niveaus anzufordern, die zumindest gleich dem Gesamtleistungsbedarf sind, so dass die Traktionsbatterie Leistung von der Kraftmaschine empfängt.
• H. Fahrzeug nach Anspruch G, wobei der mindestens eine Controller ferner dazu programmiert ist, als Reaktion darauf, dass der Gesamtleistungsbedarf größer als der vorbestimmte Wert und geringer als ein anderer vorbestimmter Wert ist, Leistung von der Kraftmaschine mit einem ausgewählten der quantisierten Niveaus anzufordern, das im Wert am nächsten zum Gesamtleistungsbedarf liegt.
• I. Fahrzeug nach einem Anspruch aus F bis H, wobei der Gesamtleistungsbedarf die Summe des Fahrerleistungsbedarfs und des Batterieleistungsbedarfs ist.
• J. Verfahren zum Betreiben einer Kraftmaschine, das Folgendes umfasst: Ausgeben von Leistung von der Kraftmaschine, die zumindest gleich einem Gesamtleistungsbedarf ist, wenn der Gesamtleistungsbedarf geringer ist als ein vorbestimmter Wert; Ausgeben von Leistung von der Kraftmaschine, die geringer ist als der Gesamtleistungsbedarf, wenn der Gesamtleistungsbedarf größer ist als ein anderer vorbestimmter Wert; und Anfordern von Leistung von der Kraftmaschine mit einem ausgewählten von mehreren quantisierten Niveaus, das im Wert am nächsten zum Gesamtleistungsbedarf liegt, wenn der Gesamtleistungsbedarf größer als der vorbestimmte Wert und geringer als der andere vorbestimmte Wert ist.
• K. Verfahren nach Anspruch J, wobei der Gesamtleistungsbedarf die Summe des Fahrerleistungsbedarfs und des Batterieleistungsbedarfs ist.
• L. Verfahren nach Anspruch J, das ferner das Anfordern von Leistung von der Kraftmaschine mit einem ausgewählten der quantisierten Niveaus, das im Wert zum Gesamtleistungsbedarf am nächsten liegt, wenn der Gesamtleistungsbedarf geringer als der vorbestimmte Wert oder größer als der andere vorbestimmte Wert ist, umfasst.

It is further described:

• A. vehicle, comprising: an engine; a traction battery; and at least one controller programmed to: (i) in response to a total power demand being less than a predetermined value, requesting power from the engine that is at least equal to the total power demand such that the traction battery receives power, and (ii ) in response to the total power demand being greater than another predetermined value to request power from the engine that is less than the total power demand, such that the traction battery provides power to meet the overall power demand.
• B. The vehicle of claim A, wherein the at least one controller is further programmed to request power from the engine at quantized levels such that the traction battery receives or supplies power according to the difference between the total power demand and the power demanded by the engine at quantized levels ,
• The vehicle of claim B, wherein the at least one controller is further programmed to request power from the engine at a selected one of the quantized levels that is closest in value to the total power demand.
• The vehicle of claim B or C, wherein the at least one controller is further programmed to request power from the engine at one of the quantized levels in response to the total power demand being greater than the predetermined value and less than the other predetermined value which is closest in value to the total power requirement.
• E. Vehicle according to claim from A to D, wherein the total power demand is the sum of the driver power demand and the battery power demand.
• F vehicle comprising: an engine; a traction battery; and at least one controller programmed to request power from the engine at quantized levels less than or equal to the total power demand, such that the traction battery provides power to meet the total power demand.
• G. The vehicle of claim F, wherein the at least one controller is further programmed to request power from the engine at quantized levels at least equal to the total power demand in response to the total power demand being less than a predetermined value Traction battery receives power from the engine.
• The vehicle of claim 9, wherein the at least one controller is further programmed to request power from the engine at a selected one of the quantized levels in response to the total power demand being greater than the predetermined value and less than another predetermined value. which is closest in value to the total power requirement.
• The vehicle of any of claims F to H, wherein the total power demand is the sum of the driver power demand and the battery power demand.
• J. A method of operating an engine, comprising: outputting power from the engine that is at least equal to a total power demand when the total power demand is less than a predetermined value; Outputting power from the engine that is less than the total power demand when the total power demand is greater than another predetermined value; and requesting power from the engine at a selected one of the plurality of quantized levels that is closest in value to the total power demand when the total power demand is greater than the predetermined value and less than the other predetermined value.
• K. The method of claim 1, wherein the total power demand is the sum of the driver power demand and the battery power demand.
• The method of claim 1, further comprising requesting power from the engine at a selected one of the quantized levels that is closest in value to the total power demand when the total power demand is less than the predetermined value or greater than the other predetermined value ,

Claims (10)

A vehicle comprising: an engine; a traction battery; and at least one controller programmed to (i) in response to a total power demand being less than a predetermined value requesting power from the engine that is at least equal to the total power demand such that the traction battery receives power; and (ii) in response to the total power demand being greater than another predetermined value to request power from the engine that is less than the total power demand, such that the traction battery provides power to meet the total power demand. The vehicle of claim 1, wherein the at least one controller is further programmed to request power from the engine at quantized levels such that the traction battery receives or supplies power according to the difference between the total power demand and the power requested by the engine at quantized levels. The vehicle of claim 2, wherein the at least one controller is further programmed to request power from the engine at a selected one of the quantized levels that is closest in value to the total power demand. The vehicle of claim 2, wherein the at least one controller is further programmed to request power from the engine at one of the quantized levels in response to the total power demand being greater than the predetermined value and less than the other predetermined value closest to the total power requirement. The vehicle of claim 1, wherein the total power demand is the sum of the driver power demand and the battery power demand. A vehicle comprising: an engine; a traction battery; and at least one controller programmed to request power from the engine at quantized levels less than or equal to the total power demand, such that the traction battery provides power to meet the total power demand. The vehicle of claim 6, wherein the at least one controller is further programmed to request power from the engine at quantized levels at least equal to the total power demand in response to the total power demand being less than a predetermined value, such that the traction battery is power receives from the engine. The vehicle of claim 7, wherein the at least one controller is further programmed to request power from the engine at a selected one of the quantized levels in response to the total power demand being greater than the predetermined value and less than another predetermined value Value is closest to the total power requirement. The vehicle of claim 6, wherein the total power demand is the sum of the driver power demand and the battery power demand. A method of operating an engine, comprising: Outputting power from the engine that is at least equal to a total power demand when the total power demand is less than a predetermined value; Outputting power from the engine that is less than the total power demand when the total power demand is greater than another predetermined value; and Requesting power from the engine at a selected one of the plurality of quantized levels closest in value to the total power demand when the total power demand is greater than the predetermined value and less than the other predetermined value.

Images