EP2822803A2 - Procédé et appareil de commande de source de puissance - Google Patents

Procédé et appareil de commande de source de puissance

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Publication number
EP2822803A2
EP2822803A2 EP13704941.7A EP13704941A EP2822803A2 EP 2822803 A2 EP2822803 A2 EP 2822803A2 EP 13704941 A EP13704941 A EP 13704941A EP 2822803 A2 EP2822803 A2 EP 2822803A2
Authority
EP
European Patent Office
Prior art keywords
power
source
fuel
efficiency
air
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP13704941.7A
Other languages
German (de)
English (en)
Inventor
Wassif SHABBIR
Carlos ARANA-REMIREZ
Simos Evangelou
Amit Shukla
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ip2ipo Innovations Ltd
Original Assignee
Imperial Innovations Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Imperial Innovations Ltd filed Critical Imperial Innovations Ltd
Publication of EP2822803A2 publication Critical patent/EP2822803A2/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • 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
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • 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
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a method, apparatus, and computer readable medium for control of a power source of a vehicle. More specifically, embodiments are disclosed that relate to methods for improving the performance of a vehicle's power source.
  • a method for generating an efficiency control map for controlling a power source of a hybrid electric vehicle comprising a primary source of power and a secondary source of power.
  • the method comprises determining, for a plurality of operating powers of the power source, power source efficiencies associated with a plurality of different operating conditions of the power source.
  • the method also comprises selecting, in accordance with the determined power source efficiencies, for each of the plurality of operating powers, an operating condition of the plurality of operating conditions providing an optimum power source efficiency.
  • the method comprises producing, in accordance with the selected optimum operating conditions, an efficiency control map designating the optimum operating condition for each of the plurality of operating powers.
  • This method for producing an efficiency control map can be used by a HEV to control which power sources are used, or what ratio of each power source is used, for each output power.
  • the different operating conditions may comprise different power share factors between the primary source of power and the secondary source of power.
  • the optimum operating condition may comprise an optimum power share factor.
  • the power share factor may be indicative of one of the primary or secondary source of power providing all of the required power and the other power source not providing any of the required power.
  • the different operating conditions may also comprise different power source speeds.
  • the optimum operating condition may comprise an optimum power source speed.
  • the power source speed may correspond to the speed of an engine associated with the primary source of power.
  • the engine associated with the primary source of power may be a combustion engine.
  • the secondary source of power may be an electrical battery.
  • the SOC may be set at 65%.
  • the average efficiency of the charging of the secondary source of power, v may be updated in real-time.
  • the average efficiency of the charging of the secondary source of power v may be set at 0.5.
  • the efficiency of the primary source of power may be determined in accordance with the following equation: T ⁇ ps - Ep S / (mf ue i ⁇ L) wherein E PS is the total energy generated by the primary source of power for a time period in steady-state operation, m &e i is the total mass of fuel consumed for the same period, and L is the specific latent heat of the fuel.
  • the efficiency of the secondary source of power may be determined in accordance with the following equation: wherein the r
  • the power source efficiencies may be determined separately for a charging state and a discharging state of the power source. Such a procedure provides a more accurate calculation.
  • the power source efficiencies may be determined for a discharging state in accordance with the following equation:
  • the power source efficiencies may be determined for a charging state in accordance with the following equation:
  • P M is an operating power of the plurality of operating powers
  • Pss is the power demand of the secondary source of power
  • P PS is the power demand of the primary source of power
  • SOC is the state of charge of the secondary source of power
  • COKE is the speed of the primary source of power
  • P P s-m is the power used by the primary source of power
  • Pss-m is the power used by the secondary source of power
  • v is the average efficiency of the charging of the secondary source of power.
  • the optimum power source efficiency may be determined in accordance with a minimisation algorithm.
  • the minimisation algorithm may be:
  • u is the power share factor
  • u opt is the optimum power share factor
  • P M is an operating power of the plurality of operating powers
  • P ss is the power demand of the secondary source of power
  • P PS is the power demand of the primary source of power
  • SOC is the state of charge of the secondary source of power
  • COKE is the speed of the primary source of power
  • C0i C E-o Pt is the optimum speed of the primary source of power
  • P P s-m is the power used by the primary source of power
  • Pss-m is the power used by the secondary source of power
  • v is the average efficiency of the charging of the secondary source of power
  • k is the charge sustaining factor.
  • Such a minimisation algorithm may help to provide a charge sustaining operation.
  • the power share factor, u may be determined in accordance with the following equation:
  • P PS is the power of the primary source of power
  • P M is an operating power of the plurality of operating powers.
  • the efficiency control map may be generated off-line or in real-time on-board the hybrid electric vehicle.
  • the plurality of operating powers may cover a range of operating powers of the power source.
  • the range of operating powers may be the full range of operating powers provided by the power source. Alternatively, the range may be a limited range of operating powers.
  • the method may further comprise operating the power source of the hybrid electric vehicle in accordance with the efficiency control map.
  • the hybrid electric vehicle may determine what power share factor between a plurality of power sources to use, and at what engine speed to run a combustion engine of one of the plurality of power sources, for each of the required power output for driving a motor of the hybrid electric vehicle.
  • an apparatus for generating an efficiency control map for use in a hybrid electric vehicle operable, in use, to perform any of the various method steps described above.
  • the apparatus may comprise a processor for performing the method steps.
  • the apparatus may comprise a memory for storing information necessary for implementation of the method steps.
  • the apparatus may be a supervisory control unit.
  • the apparatus may be an apparatus separate from a vehicle, arranged to generate the efficiency control map.
  • the apparatus may be arranged to provide the efficiency control map to one or more vehicles.
  • a hybrid electric vehicle comprising a power source having a primary source of power and a secondary source of power.
  • the hybrid electric vehicle also comprises a supervisory control unit arranged, in use, to perform any of the various method steps described above.
  • the primary source of power may comprise an internal combustion engine.
  • the secondary source of power may comprise a battery.
  • the primary source of power may comprise a generator to convert the energy produced by the internal combustion engine into electrical energy.
  • the power sources may comprise an electrical converter, which connects the power source to a DC link, which then powers the motor.
  • the electrical converter is an AC to DC converter.
  • the converter is a DC to DC converter.
  • the generation of the efficiency map may take into account the losses in the power conversion.
  • the primary and secondary power sources may comprise at least one of an internal combustion engine, a battery, a supercapacitor, a fuel cell, and a flywheel.
  • the primary and secondary power sources may be arranged in a series hybrid combination.
  • the hybrid electric vehicle may further comprise an electric motor for driving the vehicle.
  • the motor may be powered by the power source.
  • a method for air- fuel ratio correction in a combustion engine comprises determining if a current ratio of air to fuel is less than a saturation threshold. The method also comprises increasing the ratio of air to fuel if the current ratio of air to fuel is less than the saturation threshold.
  • the ratio of air to fuel may be increased by reducing an injected fuel mass flow rate.
  • the method may further comprise determining if the increase in the ratio of air to fuel has resulted in the current ratio of air to fuel being greater than the saturation threshold.
  • the method may also comprise stabilising the injected fuel mass flow rate when the current ratio of air to fuel is determined to be greater than the saturation threshold.
  • the ratio of air to fuel may be determined in accordance with the following equation:
  • ⁇ is the ratio of air to fuel
  • w ie is the injected air mass flow rate
  • Wf e i is the fuel- mass flow rate
  • the saturation threshold may be between 1.25 and 1.3. 1.25 may be the minimum value for the saturation threshold. However, it will be appreciated that other saturation values could be provided, which are outside the aforementioned range.
  • the method may further comprise measuring a current amount of fuel and a current amount of air being input into the combustion chamber prior to determining if the current ratio of air to fuel is less than the saturation threshold.
  • the method may further comprise receiving information relating to a current amount of fuel and a current amount of air being input into the combustion chamber prior to determining if the current ratio of air to fuel is less than the saturation threshold.
  • the method may further comprise determining the current ratio of air to fuel being input into the combustion chamber in accordance with the current amount of fuel and the current amount of air being input into the combustion chamber.
  • a combustion controller is provided.
  • the combustion controller is arranged to perform, in use, any of the various method steps disclosed above.
  • an engine system comprising a combustion chamber.
  • the engine system also comprises a fuel injector for inputting fuel into a combustion chamber.
  • the engine system comprises an inlet manifold for inputting air into the combustion chamber.
  • the engine system comprises the combustion controller disclosed above. The combustion controller may be arranged to control the fuel injector to increase the ratio of air to fuel being input into the combustion chamber.
  • a feedback loop may be provided to enable the fuel injection controller to monitor the amount of fuel injected.
  • the air- fuel ratio may be the ratio of air to fuel input into a combustion chamber.
  • the fuel may be injected into the combustion chamber.
  • the combustion chamber may be a combustion chamber of a diesel engine.
  • the computer readable medium comprises a computer readable code operable, in use, to instruct a computer to perform any of the various method steps disclosed above.
  • Embodiments of the invention provide a SCS which performs an off-line optimization to maximize the efficiency of the powertrain and which is stored as a map to be accessed at low computational cost during driving without the need of further processing.
  • Embodiments of the invention provide an SCS that has been developed and tested on a dynamic vehicle model which allows the analysis of operation during complex transient behaviour. This platform is utilized to achieve more robust design as well as to assess stability.
  • Embodiments of the invention provide an SCS developed for a dynamic model of a series hybrid electric vehicle.
  • the powertrain steady-state behaviour may be analyzed to produce a control map offline which maximizes the vehicle energy efficiency for any driving condition.
  • This map can be accessed on a real-time basis during driving at low computational cost to locally optimize efficiency.
  • the vehicle transient response may be considered to ensure efficient, stable and healthy operation. Simulations using standard drive cycles verify that the designed Efficiency Maximizing Map (EMM) control allows smoother operation of the powertrain and it brings reductions in fuel consumption as compared to a Thermostat control scheme.
  • EMM Efficiency Maximizing Map
  • Embodiments of the invention provide a comprehensive model of a series hybrid electric vehicle which is used to develop and test a SCS.
  • An off-line optimization can be performed to produce a control map which allows the EMM control system to perform local maximization of efficiency of the powertrain on a real-time basis without the need of any further processing during driving. This optimization relies on analysis of the individual efficiency maps of the PS and SS.
  • Embodiments of the invention help to reduce exhaust emissions.
  • aspects of the invention provide a means for optimising the efficiency of a vehicle, and more specifically a HEV.
  • Such optimisation may be achieved by determining the most efficient ratio of usage of a primary and a secondary power source, in addition to a most efficient speed for an engine of the primary power source.
  • the optimisation may be repeated across a range of powers associated with the power source. From this optimisation process, a map providing information indicative of an optimum power share factor between the primary and secondary power source and the engine speed of the primary power source may be provided.
  • This optimisation map can then be used by a HEV to determine what power source operating characteristics to use at different required output powers.
  • the optimisation map is therefore a means for controlling the operation of the power source.
  • aspects of the invention provide a means for optimising the efficiency of a vehicle, and more specifically a HEV, but achieve this optimisation in a different way to the previously described aspect.
  • a determination may be made as to the amount of fuel being injected into a combustion chamber relative to the amount of air being injected in the combustion chamber. If the amount of fuel being injected is too high, due to, for example, the ratio of air-fuel being below a threshold, then the amount of fuel being injected may be reduced.
  • a power source may refer to a power source of a HEV, which comprises a primary and secondary source of power, or may refer to a power source of another type of vehicle, such as a combustion engine of a car or such like.
  • Figure 1 provides an overview of the architecture of a modelled series HEV
  • Figure 2 illustrates Primary Source efficiency T
  • Figure 3 illustrates Secondary Source efficiency r
  • Figure 4 illustrates optimal total efficiency ⁇ ⁇ , given an optimal power share factor u opt and engine speed ⁇ ⁇ ⁇ - ⁇ ⁇ ⁇ , as a function of power demanded by the motor-set P M ;
  • Figure 5 illustrates optimal power share factor u opt and optimal engine speed (Oi C E- op t as a function of power demanded by the motor-set P M ;
  • Figure 6 illustrates speed profiles for the NEDC and FTP-75 drive cycles
  • Figure 7 illustrates power time histories for PS, SS and motor-set using the Thermostat control for the EUDC drive cycle, wherein a velocity profile is also shown;
  • Figure 8 illustrates power time histories for PS, SS and motor-set using the EMM control for the EUDC drive cycle, wherein a velocity profile is also shown;
  • Figure 9 illustrates power transitions for SS and PS to meet power requirements of the motor-set for the EUDC drive cycle, wherein the velocity profile is also shown;
  • Figure 10 provides a comparison of total equivalent fuel consumption m eq for FTP- 75, EUDC and NEDC using Thermostat control and EMM control;
  • Figure 11 illustrates efficiencies of a Primary Source at different operating conditions
  • Figure 12 illustrates Secondary Source efficiencies for varying operating conditions, left side corresponds to 7 1ss-charg* and right with Vss-charg* ;
  • Figure 13 illustrates a power share factor for varying power requirement and correction factor v, wherein the SOC level is constant at 65%;
  • Figure 14 illustrates a total efficiency as a function of power requirement and correction factor v, wherein the SOC-levels are fixed at 65%;
  • Figure 15 illustrates an engine speed as a function of power requirement and correction factor v, wherein the SOC-levels are constant at 65%;
  • Figure 16 illustrates a power share factor for varying power requirement and SOC level, wherein the correction factor v is constant at 0.45;
  • Figure 17 illustrates a total efficiency as a function of power requirement and SOC- levels, wherein the correction factor v is fixed at 0.45;
  • Figure 18 illustrates a charge sustaining factor, as a function of SOC, to ensure charge is sustained around 65%, but most importantly, is constrained within the range 50 to 80%;
  • Figure 19 illustrates a power share factor for varying power requirement and SOC level, wherein the Correction factor v is constant at 0.45;
  • Figure 20 illustrates a total efficiency as a function of power requirement and SOC- levels, wherein the correction factor v is fixed at 0.45;
  • Figure 21 illustrates an integration of turbocharged diesel engine subsystems and speed control scheme
  • Figure 22 illustrates a fuel amount control unit with implementation of the non-linear saturation feedback control for the relative air-fuel ratio ⁇ .
  • the SCSs are designed and simulated based on a novel dynamic vehicle model, of which the details can be found in S. A. Evangelou and A. Shukla, "Advances in the modelling and control of series hybrid electric vehicles", Amer. Control Conf, June 2012. Its overall architecture is presented in Fig. 1.
  • the model provides an accurate description of a series HEV in Simulink, including consideration for transient behaviour.
  • a start-stop system has been introduced, allowing a reduction of idling losses for the HEV engine.
  • the powertrain contains a Permanent Magnet Synchronous Motor (PMSM) connected to a three-phase inverter which is driven by a Primary Source of energy (PS) and a Secondary Source of energy (SS).
  • the PS consists of a turbocharged 2.0L diesel engine and a Permanent Magnet Synchronous Generator (PMSG) connected to a three-phase rectifier.
  • the SS consists of a lithium-ion battery connected to a bi-directional DC-DC converter.
  • the motor-set (PMSM and inverter), the PS and the SS are all connected to a DC bus where the power transfer occurs. In the case of regenerative braking, the PMSM behaves as a PMSG to capture the energy from the wheels and convert it to electric energy, and store it into the SS.
  • the aim of the SCS is to provide the motor-set with the required power at all times in the most efficient way. To this end, we need to understand the performance of the available energy sources in order for the SCS to determine the optimal mode of operation for the powertrain.
  • the key variables of the PS are the speed and torque of the internal combustion engine (ICE).
  • ICE internal combustion engine
  • the function of the model is to load the PS with a varying amount of power (and corresponding torque) for a certain engine speed and measure the generated energy as well as the fuel consumed.
  • the efficiency can then be expressed as in equation 1 , where E PS is the total energy generated by the PS for a time period in steady-state operation; wif ue i is the total mass of fuel consumed for the same time -period; and L is the specific latent heat of the fuel.
  • the series of tests are performed over the range of power demands from 5 kW to 70 kW in 5 kW increments and engine speeds from 1200 rpm to 2400 rpm in 200 rpm increments, giving a total of 98 tests.
  • the results are shown in Fig. 2.
  • the region of investigation has been limited to this range of engine speeds due to the fact that the engine model has only been validated for such a limited range. Furthermore, within this range of operation there are points (low engine speeds but high power demands) which are not operationally feasible, and have thus been omitted as well.
  • the data shows that the PS operates at its optimal efficiency at an engine speed of 1600 rpm and power demand of 25 kW. It is also worth noting that the optimum engine speed is approximately constant at 1600 rpm for power demands in the range of 15 kW to 35 kW, which covers most of the commonly used range of the PS for standard drive cycles.
  • the SS is not used as an energy source, but rather as an energy buffer. All the energy supplied by the SS, ultimately originates from either the PS having charged the battery directly or through regenerative braking. It is therefore not possible to express the efficiency as an instantaneous function given by a ratio of power input and output as in the case of the PS.
  • the efficiency can instead be defined according to the energy ratio across a charge-discharge cycle, as shown in equation 2. However the resultant efficiency is dependent on the nature of the chosen charge-discharge cycle. " ⁇ SS-charge-discharge ⁇ ⁇ discharge ' charge
  • the control map which has been presented above is integrated into the SCS to operate in realtime. It is able to choose the optimal power share factor u opt and optimal engine speed ⁇ icE- op t for any given power demand.
  • This control map is implemented into the Simulink model using an embedded Matlab function, and thus a real-time local maximization of efficiency is attained throughout the drive cycles tested. Some minor additions are made to accommodate regenerative braking. Also, the rate of change of the power share factor u is limited to avoid sudden surges putting engine stability at risk.
  • Thermostat control strategy (also called On-off control) is a simple, robust SCS which achieves a good fuel economy. It is thus a suitable benchmark for the EMM control.
  • the basic principle is to run the PS at its optimal point and have the SS act as an equalizer, as specified in equation 8.
  • This mode of operation is valid while the battery SOC is within set limits.
  • the upper limit of SOC in this case has been chosen to be 80% to allow a buffer for regenerative braking, as well as avoid very high SOC that accelerates degradation of the battery.
  • a lower limit of 50% is chosen to limit the depth of discharge to 30%>, as it is exponentially related to battery degradation. Also, delays have been introduced to avoid oscillations and ensure stable transitions. If operation reaches these limits, the SCS switches into PS-only mode or SS-only mode, for minimum- and maximum-limit respectively.
  • the FTP-75 is an American high-speed urban drive cycle
  • the EUDC is a European highway drive cycle
  • the NEDC offers a combination of European urban and highway driving.
  • the speed profiles of FTP-75 and NEDC are shown in Fig. 6. Note that the period from 780 seconds to the end of the
  • NEDC drive cycle corresponds to a EUDC drive cycle. This range of drive cycles are chosen to test the SCSs under varying conditions of driving.
  • Fig. 7 and Fig. 8 illustrate the power time histories for the PS, SS and motor-set together with the vehicle velocity for the Thermostat and EMM control respectively.
  • Thermostat control is the sharp transition profile for the PS power, which is persistently operated at its optimum point.
  • the SS power on the other hand varies from negative to positive to balance the difference between the motor-set power and the PS power. It is also worth noting the early switching in the drive cycle, due to the additional rule discussed above.
  • the EMM control on the other hand has a smoother profile in general where the power is typically split between both the PS and the SS. The extent to which the PS powers the motor is determined by the control map which clearly varies throughout the cycle.
  • the basic principle of this aspect of the invention is as follows: generating efficiency maps for the power sources to perform offline computation to obtain optimal power share between the power sources.
  • Key additions to the previously described aspect include: consideration of idling losses for engine; alternative approach to model battery efficiencies; new equation for total efficiency to be maximized; capability for optimisation algorithm to consider cases of engine producing surplus power to charge the battery; and a charge sustainer or charge sustaining factor to ensure that battery SOC levels are maintained within desired limits.
  • the engine -model is changed to include a constraint on the air-to-fuel ratio, to limit the amount of emissions.
  • This constraint becomes active, and limits the power output of the engine, explaining the large gap of data on the upper left corner of Figure 11.
  • data has been included for zero output power, corresponding to idling losses. While the previous work relied on a Start-Stop system to avoid consideration of idling losses, the following work is capable of considering these losses.
  • the loss is defined by the power loss associated with the fuel consumed to overcome frictional losses while idling, as specified in equation 9:
  • Equation 9 where ⁇ ' ⁇ * ⁇ is the fuel rate consumed by the engine and LHV is the Low Heating Value of fuel.
  • Equation 9 is used to obtain the efficiency for the PS, as shown in Figure 1 1 (Pps-m is mapped as well but not shown).
  • the battery model used is still based on the model from the Simulink library.
  • the characteristics are almost identical as in the previous aspect, but a previously included saturation limit has been removed.
  • the purpose of the past constraint was to avoid overloading the battery.
  • the removal of the saturation limit means that the battery can now deliver power up to around 50 kW (although at a reduced efficiency) compared to the previous 20 kW.
  • optimisation in the past has (implicitly or explicitly) constrained the optimisation for only positive values of power delivered by the SS.
  • the optimisation map can take into consideration cases where we deliver 15 kW by the PS, even though the motor only requires 10 kW, to let 5 kW be stored in the SS. Such operation could be beneficial as operating PS at 15 kW could be significantly more efficient than 10 kW. This is particularly relevant now when we are also considering the idling losses of the PS.
  • Equation 15 When implemented, however, the discharging efficiency has to be modified to account for the correction factor v. So during the optimisation, it is checked whether Pss- m is positive or negative to choose the discharging or charging efficiencies respectively, according to equations 16 and 17:
  • Pss- m Pss, SOC
  • Figure 15 shows the engine speeds corresponding to above results.
  • plots are obtained for varying SOC-levels. Power share factor variations are shown in Figure 16 and efficiency values are shown in Figure 17.
  • the EMM control has no inherent constraints in terms of SOC, so the battery could end up depleted or overcharged and permanently damaged.
  • a charge sustaining factor k is included, which encourages the battery to be charged at low SOC values and encourages it to be discharged at high SOC values. This bias is introduced, by attaching a weight with the PSS-in as shown below in equation 20:
  • the k value is low and thus encourages the battery to be discharged. There is a quite flat region around 65% where no modification is desired. The nature of the function can easily be adapted and tuned.
  • This aspect of the invention aims to improve the efficiency of a vehicle's power source, and in particular a combustion engine forming a part or whole of a vehicles power source.
  • Figure 21 shows the subsystems of the engine and how they are connected together.
  • Figure 21 shows the integration of turbocharged diesel engine subsystems and a speed control scheme.
  • co de sired and co eng are the desired and actual speed of the engine.
  • w &e i and w ie are the mass flow rate of the fuel and air injected into the engine cylinder for burning, ⁇ is the relative air-fuel ratio.
  • T ex and w ex are the temperature and mass flow rate of the cylinder- out gasses.
  • T eng , T fric , eng , T fric;gen , and T e i ec;gen is the indicative torque of the engine, engine friction torque, PMSG friction torque and electromagnetic torque of the PMSG, respectively.
  • T c and T t are the torques applied on the turbo-shaft by the compressor and turbine, respectively.
  • co te is the rotational speed of the turboshaft.
  • T ci is the temperature of gasses at the output of the compressor.
  • p atm and T atm are the atmospheric pressure and temperature.
  • u vgt is the vane angle for the turbine.
  • the engine shaft is mechanically connected to the rotor of a permanent magnet synchronous generator (PMSG) and their combined inertia is rotated by the action of the engine torque (T eng ) and opposed by T fric , eng , T C , gea , and T elec , gen .
  • the engine torque is continuously adjusted so that the actual engine speed (co eng ) follows the desired engine speed (co de sired)-
  • the injected fuel amount In a diesel engine, there are two parameters available for control of the generated torque: the injected fuel amount and the fuel injection timings.
  • all the in-cylinder effects are assumed to be evenly spread over the whole thermodynamic cycle and over all the cylinders without any discontinuity.
  • Wfuei is the fuel-mass flow rate.
  • the turbocharger model calculates w; e and the fuel amount control unit calculates Wf e i (the "fuel injection" block in Figures 21 and 22 is a first order lag which represents the delay between the commanded value of Wf ei by the control unit, and the actual value of Wf e i injected by the fuel injector valve). Therefore the only control variable used here to control the engine torque is Wf ue i.
  • the control unit adjusts Wf ue i continuously so that the error between the desired (co d esi re d) and actual (co eng ) engine speeds becomes zero, codesired is set externally from the supervisory controller.
  • the fuel amount control unit is a proportional-integral-derivative (PID) controller with fixed saturation limits; it has a maximum positive value of 0.0026 and a minimum value of 5 x 10 "5 (ideally the minimum value should be zero but a small positive value is chosen to avoid numerical instability in our model in the torque calculation).
  • PID proportional-integral-derivative
  • the presence of a saturation in a closed loop in which an integrator is also present can cause integrator windup.
  • an integrator anti-windup scheme is included in the fuel controller as shown in Figure 22; the difference between the calculated fuel amount (before saturation) and the actual fuel amount (after saturation) is multiplied by a gain (Ka) and added to the integrator of the controller.
  • the gain Ka is a tuning parameter of the controller.
  • the integrator windup problem can occur for example when the engine speed error becomes negative because of a sudden reduction in the engine load, as in the case of car deceleration.
  • the PID controller will calculate a negative fuel amount, which is not physically possible, and the saturation will become active and limit the fuel amount to 5 x 10 "5 .
  • the negative speed error will not be corrected and the integrator will start integrating a persistent negative speed error thus winding up.
  • the value of the integrator state is large from the previous winding up and keeps the fuel amount saturated for an unnecessarily large amount of time.
  • the PID controller When there is a sudden increase in the load on the engine, for example during hard acceleration the speed of the engine is switched by the supervisory controller from 800 rpm to 1600 rpm, the PID controller tries to burn a significant positive amount of fuel almost instantaneously. Diesel engines are mostly operated at lean conditions, otherwise there can be excess emissions leading to violation of emission constraints. When the temperature is high and the air-fuel mixture is too rich in fuel content, it leads to the formation of soot and visible smoke. To avoid such critical conditions, generally the fuel-air equivalence ratio is kept bellow a certain number (cpeq ⁇ 0.8). The fuel-equivalence (cpeq) ratio is the inverse of the relative air- fuel ratio as shown by equation 21.
  • a feedback control loop is designed similar to the anti-windup loop, as shown in Figure 22.
  • KL gain
  • the idea is that if the constraint on ⁇ is violated, the amount of fuel will be reduced to bring the value of ⁇ back up to acceptable levels.
  • the gain KL is a tuning parameter of the controller. This control scheme successfully maintains the value of ⁇ > 1.3.
  • the various methods described above may be implemented by a computer program.
  • the computer program may include computer code arranged to instruct a computer to perform the functions of one or more of the various methods described above.
  • the computer may be arranged away from the vehicle for off-line computation, or integrated within the vehicle for real-time computation.
  • the computer program and/or the code for performing such methods may be supplied to an apparatus, such as a computer, on a computer readable medium.
  • the computer readable medium could be, for example, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, or a propagation medium for data transmission, for example for downloading the code over the Internet.
  • Non-limiting examples of a physical computer readable medium include semiconductor or solid state memory, magnetic tape, a removable computer diskette, a random access memory (RAM), a read-only memory (ROM), a rigid magnetic disc, and an optical disk, such as a CD-ROM, CD-R/W or DVD.
  • An apparatus such as a computer may be configured in accordance with such computer code to perform one or more processes in accordance with the various methods discussed above.

Abstract

La présente invention concerne un procédé et un appareil de commande de source de puissance. La présente invention concerne plus précisément un procédé d'établissement d'une mappe de commande d'efficacité permettant de commander une source de puissance d'un véhicule électrique hybride. La source de puissance comprend une source primaire de puissance et une source secondaire de puissance. Le procédé comprend les étapes consistant à : déterminer, pour une pluralité de puissances de fonctionnement de la source de puissance, des efficacités de source de puissance associées à une pluralité de conditions de fonctionnement différentes de la source de puissance; pour chaque puissance de la pluralité de puissances de fonctionnement, sélectionner, en fonction des efficacités de source de puissance déterminées et parmi la pluralité de conditions de fonctionnement, une condition de fonctionnement assurant une efficacité optimale de source de puissance; et produire, en fonction des conditions de fonctionnement optimales sélectionnées, une mappe de commande d'efficacité indiquant la condition de fonctionnement optimale pour chaque puissance de la pluralité de puissances de fonctionnement.
EP13704941.7A 2012-03-05 2013-02-15 Procédé et appareil de commande de source de puissance Withdrawn EP2822803A2 (fr)

Applications Claiming Priority (2)

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GB1203884.0A GB2500572A (en) 2012-03-05 2012-03-05 Power source control using generated efficiency control maps
PCT/EP2013/053133 WO2013131735A2 (fr) 2012-03-05 2013-02-15 Procédé et appareil de commande de source de puissance

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CN110222399B (zh) * 2019-05-29 2022-12-09 中国电子产品可靠性与环境试验研究所（（工业和信息化部电子第五研究所）（中国赛宝实验室）） 一种电源健康评估方法及装置
TWI694406B (zh) * 2019-06-24 2020-05-21 國立臺灣師範大學 用於多動力源車輛的智慧配能方法及系統
CN111413105B (zh) * 2020-03-30 2021-11-26 江西江铃集团新能源汽车有限公司 一种电动汽车动力系统效率测试评价方法

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US8103397B2 (en) * 2010-06-10 2012-01-24 Ford Global Technologies, Llc Method for optimizing powertrain efficiency for a vehicle
US8392084B2 (en) * 2010-09-03 2013-03-05 Honda Motor Co., Ltd Increasing all-wheel drive system calibration efficiency through hardware-in-the-loop simulation techniques

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