WO2013075139A1 - Commande de groupe motopropulseur hybride - Google Patents

Commande de groupe motopropulseur hybride Download PDF

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Publication number
WO2013075139A1
WO2013075139A1 PCT/US2012/065944 US2012065944W WO2013075139A1 WO 2013075139 A1 WO2013075139 A1 WO 2013075139A1 US 2012065944 W US2012065944 W US 2012065944W WO 2013075139 A1 WO2013075139 A1 WO 2013075139A1
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WO
WIPO (PCT)
Prior art keywords
engine
powertrain
torque
motor
output
Prior art date
Application number
PCT/US2012/065944
Other languages
English (en)
Inventor
Leo G. Breton
Ronald D. Yuille
Mark A. Shost
Louis J. Serrano
Original Assignee
Tula Technology, Inc.
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 Tula Technology, Inc. filed Critical Tula Technology, Inc.
Priority to DE112012004795.8T priority Critical patent/DE112012004795T8/de
Priority to IN833KON2014 priority patent/IN2014KN00833A/en
Priority to CN201280056659.8A priority patent/CN103958312B/zh
Publication of WO2013075139A1 publication Critical patent/WO2013075139A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/43—Control of engines
    • B60Y2300/435—Control of engine cylinder cut-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/11—Electric energy storages
    • B60Y2400/114—Super-capacities

Definitions

  • the present invention relates to an apparatus for, and a method of improving the fuel economy of internal combustion engines used in hybrid vehicles and used in stationary applications.
  • Skip fire engine control contemplates selectively skipping the firing of certain cylinders during selected firing opportunities. Thus, for example, a particular cylinder may be fired during one firing opportunity and then may be skipped during the next firing opportunity and then selectively skipped or fired during the next. This is contrasted with conventional variable displacement engine operation in which a fixed set of the cylinders are deactivated during certain low-load operating conditions.
  • skip fire engine control is understood to offer a number of potential advantages, including the potential of significantly improved fuel economy in many applications.
  • skip fire control was described, for example by Forster (US 4,509,488) and in a number of co-assigned patents such as Tripathi (US 7,954,474).
  • a cylinder may be deactivated during skipped cycles so that air is not pumped through the cylinder, which helps reduce pumping losses.
  • Hanada US 6,886,524 discloses a variable displacement engine combined with a hybrid powertrain configuration. Although Hanada' s system can offer improve fuel efficiencies, there are continuing efforts to further improve the efficiency of hybrid powertrains.
  • an engine in a hybrid powertrain is alternatingly operated at different effective displacements.
  • One of the displacements delivers less than a requested powertrain output and energy drawn from an energy storage device is used to add torque to the powertrain to cause the net delivery of the requested powertrain output.
  • a second displacement delivers more than the requested powertrain output and torque is subtracted from the powertrain to cause the delivery of the desired output, with the excess energy subtracted from the powertrain being stored in the energy storage device.
  • a motor/generator unit or other suitable device may be used to add and subtract torque from the powertrain.
  • the motor/generator unit may take the form of one or more integrated motor/generator(s) or separate motor and generator units or combinations thereof.
  • the engine working chambers are preferably operated in a manner that provides substantially the maximum available energy efficiency when alternating between the first and second displacements and unfired working chambers are preferably deactivated to reduce pumping losses.
  • the energy added and subtracted from the powertrain is primarily drawn from and stored in a capacitor (e.g., a supercapacitor or an ultracapacitor) when alternating between the first and second effective displacements.
  • a capacitor e.g., a supercapacitor or an ultracapacitor
  • batteries or other suitable energy storage devices may be used for this purpose.
  • the different effective displacements may be provided through the use of traditional variable displacement strategies (e.g., different displacements in a variable displacement engine), through the use of different firing fractions in a skip fire control strategy, or in any other suitable manner.
  • the motor/generator unit may being arranged to facilitate regenerative braking and configured such that during regenerative braking electricity generated by the motor/generator unit is stored in at least in part in both the capacitor and a battery.
  • a hybrid powertrain arrangement includes an engine and a motor/generator unit.
  • the engine is capable of operating in a variable displacement mode or it is capable of operating in a skip fire mode.
  • a battery and a capacitor are arranged such that they may be charged and discharged by the motor/generator unit, with at least the capacitor being arranged to store and deliver electrical energy to the motor/generator unit during operation of the engine in the variable displacement or skip fire mode.
  • a controller is arranged to direct the engine and motor/generator unit to cooperatively deliver a requested output.
  • the controller is further arranged to operate the engine in a manner that provides substantially the maximum available energy efficiency during operation in the variable displacement mode or the skip fire mode and preferably the controller is further arranged to deactivate unfired working chambers in the variable displacement mode or the skip fire mode to thereby reduce pumping losses.
  • the controller may be arranged to alternatingly operate the engine at different effective displacements and cooperatively control the motor/generator to deliver a desired powertrain output as described above.
  • a hybrid powertrain controller includes an engine controller arranged to operate an engine in a manner that delivers a plurality of different effective displacements and a motor controller that directs the operation of a motor/generator unit.
  • the control system is arranged to direct the motor/generator to charge and discharge a capacitor in a manner that accounts for transitory variations in the torque delivered by the engine.
  • Fig. 1 is a graph illustrating brake specific fuel consumption of a representative internal combustion engine.
  • FIG. 2A is a diagrammatic illustration of a representative hybrid powertrain operating in a manner in which a generator subtract torque from a powertrain and generates electrical energy which is stored in an energy storage system that includes a capacitor.
  • Fig. 2B is a diagrammatic illustration of the hybrid powertrain of Fig. 2A operating in a manner in which a motor adds torque to the powertrain and is powered by electricity drawn from the capacitor.
  • Fig. 3 is a flow diagram that illustrates one method of determining the number of cylinders to use in (i.e., the operating state of) a variable displacement engine.
  • Fig. 4 is a graph illustrating brake specific fuel consumption vs. engine speed and torque of a 4 cylinder passenger vehicle internal combustion engine with the approximate torque per cylinder in parentheses.
  • Fig. 5 is a graph illustrating the values of selected variable displacement engine and energy storage system parameters as a function of time while a powertrain produces a constant output torque of 78.0 N-m.
  • Fig. 6 is a graph illustrating the values of selected variable displacement engine and energy storage system parameters as a function of time while a hybrid vehicle goes through a range of different operating conditions.
  • Fig. 7 is a schematic diagram of an ultracapacitor suitable for use in particular applications.
  • the present invention relates to systems and methods for improving the overall energy efficiency of a stationary or mobile power delivery system employing an internal combustion engine possessing one or more working chambers (e.g., cylinders) as part of a hybrid powertrain.
  • a single or multiple cylinder variable displacement engine is operated in conjunction with, or assisted by, another power source and sink such as an electric motor/generator and corresponding electrical storage to deliver the desired powertrain output.
  • another power source and sink such as an electric motor/generator and corresponding electrical storage to deliver the desired powertrain output.
  • each activated cylinder is operated under conditions that tend to facilitate substantially the best fuel economy or minimum brake specific fuel consumption for that cylinder at a given engine speed and required total combined powertrain output.
  • the cylinders may be operated under conditions that are optimized taking factors in addition to brake specific fuel consumption into account, including, for example, emission characteristics, noise vibration and harshness (NVH) concerns, etc.
  • NASH noise vibration and harshness
  • skip fire control approaches are used to allow the engine to effectively operate at displacements that correspond to the use of a non- integer number of cylinders.
  • the engine may be able to operate using 3, 4 or 6 cylinder (corresponding to 1 ⁇ 2, 2/3 or 100% of the engine's full displacement).
  • skip fire control is used, a wider range of fractional displacements may effectively be obtained by simply varying the fraction of the cylinders that are fired. This allows the engine output to more closely match the desired powertrain output.
  • the sets of available firing fractions may be dictated by a wide range of different factors including NVH concerns, control strategies, etc.
  • Energy storage systems may utilize batteries, ultracapacitors or other storage techniques. When batteries are used, batteries having lower charging and discharging energy losses and faster charging capabilities are generally preferred. At the present time, ultracapacitors (aka supercapacitors) or hydraulic pressure storage are particularly well-suited because of their relatively small energy losses while “charging”, their fast “charging” capabilities, and long lifetimes under conditions of repetitive and numerous charge and discharge cycling. [0027]
  • the integration of ultracapacitors with a conventional hybrid electric power delivery system allows maximum improvement of the efficiency of a conventional hybrid electric power delivery system, the ultracapacitors being employed to alternately absorb surplus engine torque and compensate for deficit torque. Additionally, the ultracapacitors may absorb some or all regenerative braking energy.
  • the effective displacement of an engine may be alternatingly varied between a first displacement that provides more than the requested powertrain output and a second displacement that provides less than the requested powertrain output.
  • the minimum energy storage capacity that is needed to operate the system can be determined based in significant part on how frequently the effective displacement (e.g., the number of deactivated cylinders in a variable displacement engine) can be changed without overly compromising other design goals.
  • Relatively small energy storage capacities e.g. small ultracapacitors
  • Larger energy storage capacities are necessary for use with variable displacement engine technologies in which less frequent changes to the number of deactivated cylinders is preferable.
  • FIG. 1 The figure is a graph showing an exemplary brake specific fuel consumption (BSFC) map of a conventional passenger car internal combustion engine vs. engine load and engine speed.
  • the engine load is in terms of brake mean effective pressure (BMEP) but could also be shown in terms of brake horsepower hour or kilowatt-hrs.
  • BMEP brake mean effective pressure
  • the figure shows the most efficient engine operation for this particular engine is centered around 2,000 rpm and approximately 100 BMEP.
  • FIGs. 2(a) and 2(b) schematically illustrates an exemplary hybrid electric vehicle powertrain and associated components that can be used to in conjunction with the present invention. These figures shows a parallel hybrid electric powertrain configuration however, it should be appreciated that the same concepts can be applied to other hybrid powertrains including series hybrid electric configurations, powersplit electric configurations and hydraulic hybrid configurations, although the largest improvements in fuel efficiency are expected for the parallel and series electric hybrid configurations.
  • FIGs. 2(a) and 2(b) show a variable displacement engine 10 applying torque to a drive shaft which is connected to a transmission 12, which in turn drives selected wheels 20 of a vehicle.
  • a Motor/Generator 14 is also coupled to the drive shaft and is capable of either simultaneously generating electrical power (thereby effectively subtracting torque from the drive shaft) or supplementing the engine torque, depending on whether the engine is producing surplus torque or deficit torque relative to a desired powertrain torque output.
  • the surplus torque causes the Motor/Generator 14 to generate electricity which gets stored in the Battery 22 and/or the Ultracapacitor 24 after conditioning by the Power Electronics 26.
  • the power electronics may include circuitry to convert the output voltage of the battery and ultracapacitor to a voltage suitable for delivering/receiving power from the motor/generator. This circuitry may include DC to DC converters to match voltages of the various electrical system components.
  • the battery and ultracapacitor can both store and receive energy independently or in concert as determined by the power electronics.
  • the engine torque is supplemented with torque produced by the Motor/Generator 14 using energy previously stored in the Battery 22 and/or Ultracapacitor 24.
  • the illustrated embodiment uses an ultracapacitor in conjunction with a conventional battery pack, but in other embodiments the ultracapacitor could be used without a battery pack or a battery pack alone could be used.
  • the addition of the ultracapacitor leads to a larger improvement of the overall fuel economy of the vehicle since it largely avoids the energy losses associated with charging and discharging conventional batteries which is particularly advantageous when relatively frequent storage and retrieval cycles are contemplated..
  • a control system for a variable displacement engine 10 may be arranged to calculate the lowest available engine displacement state that can deliver the desired powertrain output. If the variable displacement engine is designed to individually deactivate any number of cylinders individually, then this would correspond to the minimum number of cylinders needed to deliver the desired output assuming that the active cylinders are operated under conditions that provide the best overall fuel economy given the current operating conditions (e.g. engine speed).
  • variable displacement engines are only capable of operating in a relatively smaller subset of states - e.g., a 4/8 variable displacement engine which is an 8 cylinder engine that can only be operated in four and eight cylinder modes or a 3/4/6 variable displacement engine which is a six cylinder engine that can only be operated in three, four or six cylinder modes.
  • a 4/8 variable displacement engine which is an 8 cylinder engine that can only be operated in four and eight cylinder modes
  • a 3/4/6 variable displacement engine which is a six cylinder engine that can only be operated in three, four or six cylinder modes.
  • the minimum lowest available engine displacement would need to be determined based on the displacements that can actually be attained by the engine.
  • the control system places the engine in the lowest available engine state that can deliver the desired output.
  • the cylinders are then operated under conditions that deliver substantially their best overall fuel economy and the controller causes any surplus energy (which typically would be expected) to flow into the storage system. This continues until the energy storage system holds more than a designated high threshold amount of energy.
  • the powertrain control system communicates a request to the variable displacement engine electronic control module to reduce the displacement of the engine. This can be accomplished by deactivating one or more of the currently operating cylinders, by switching to the next lower available displacement state, or in any other suitable manner - however, the cylinders that remain active continue to be operated under conditions that facilitate substantially the best overall fuel economy. This results in the engine providing less than the desired powertrain output. Accordingly, the control system simultaneously causes an energy conversion device (e.g., Motor/Generator 14) to supplement the powertrain torque. Energy to drive the energy conversion device is supplied by the energy storage system.
  • an energy conversion device e.g., Motor/Generator 14
  • the engine continues to operate in this manner until the low threshold is reached at which point the engine displacement is increased again to a level that can meet or exceed the requested torque and the process may be repeated again and again alternating between storage system charging and discharging states.
  • the benefit of the described approach is that the operating cylinders can be operated at near their peak efficiency (e.g., near their minimum BSFC) while the system continues to deliver the desired powertrain output. Such an approach can provide better system fuel economy than conventional variable displacement engines and/or conventional hybrid systems.
  • the hybrid powertrain controller can be arranged to repeatedly recalculate the minimum number of cylinders required to deliver the currently requested output and if a change is identified in the lowest available engine displacement state that can deliver the desired powertrain output appropriate change can be made to the engine displacement.
  • Fig. 3 illustrates a process suitable for use by a powertrain controller to deliver a desired torque in a Power Delivery System (PDS) that includes a variable displacement internal combustion engine and an electric motor.
  • PDS Power Delivery System
  • the process begins at step 101 when variable displacement mode operation is selected. This determination would typically be made by a powertrain controller.
  • variable displacement mode operation not selected, the engine 10 and motor/generator 14 are operated in a conventional hybrid operational mode. That is, when the engine is active, it is operated in a conventional, all cylinder operating mode.
  • the operating mode calculator obtains the desired torque in step 103.
  • the desired torque is typically determined by other components of the powertrain controller system based on the vehicle driver controls (e.g.
  • the operating mode calculator calculates the minimum number of activated cylinders (C m i n ) needed to provide a torque greater than or equal to the desired torque. It also determines the torque that will be available operating at C m i n with each activated cylinder operating under conditions of best overall efficiency. Step 105. Operation at C m i n under conditions of best overall efficiency will generally cause the engine to provide excess torque by "rounding up" the number of activated cylinders.
  • step 106 the operating mode calculator determines the next lower available displacement, (C m i n _ i) and also determines the torque that would be available from the variable displacement engine with C m i n _ i activated cylinders, which inherently will provide a lower engine torque than the desired torque. Thus, operation at C m i n _ i will produce a deficit torque by effectively "rounding down" the number of activated cylinders.
  • step 108 the operating mode calculator determines whether the current state of charge of the energy storage system is above a predetermined threshold low state of charge (SOC low )- If cylinder deactivation is currently allowed and said current state of charge is below the threshold low state of charge (SOC low ), then the powertrain controller commands the variable displacement engine to operate with Cmin activated cylinders, thereby producing all of the required torque, as well as some surplus torque, which is used to drive the motor/generator 14 as a generator and thereby store electrical energy in the energy storage system which includes the battery 22 and ultracapacitor 24.
  • SOC low threshold low state of charge
  • step 111 the operating mode calculator determines if the current state of charge is equal to or above a high threshold state of charge (SOC h i), then the controller commands the variable displacement engine to operate with C m i n _ i activated cylinders, thereby producing less torque than necessary (deficit torque).
  • Step 112. Simultaneously, the powertrain controller also causes the deficit torque to be supplied by the motor/generator 14 operating as a motor.
  • the state of charge is in a range between the high and low thresholds, than operation is continued at the current state (i.e., C m i n or C m i n _ i activated cylinders) as represented at step 115.
  • the desired torque may (and indeed often will) change during variable displacement operation. In some circumstances this will cause a change in C m i n and in others it won't. If C m i n changes, than the number of active cylinders may be changed accordingly.
  • step 118 The control process shown in Fig. 3 is continuously performed as long as variable displacement operation is still allowed. If at any time it is determined that variable displacement operation is no longer appropriate (step 118) the variable displacement mode is exited and normal hybrid operation with conventional all cylinder operation of the engine is resumed.
  • C m i n cylinders may be operated at their best overall efficiency with the surplus energy being stored in the ultracapacitor 24 (or other appropriate storage).
  • C m i n _ i cylinders are used, they are still operated at their best overall efficiency with the motor supplying the deficit torque.
  • Ultracapacitor sizing or capacity may be determined by how frequently changes to the number of activated cylinders is acceptable, based on the design of the activation/deactivation system, NVH concerns and other design factors.
  • the Power Electronics module 26 is arranged to causes regenerative braking derived electrical energy to be stored in the battery 22, once the ultracapacitor is charged to a chosen threshold.
  • Fig. 4 is an exemplary BSFC map for an actual 4 cylinder passenger car engine, showing the BSFC in units of grams per kilowatt-hr, vs. engine speed in rpm and engine torque in N-m from the combined 4 cylinders. Approximate engine torque values per cylinder, in N-m, are also shown in parentheses.
  • the control scheme shown in Fig. 3, applied to the hybrid apparatus shown in Fig. 2, seeks to cause the variable displacement engine to output the required torque on average, with each activated cylinder continuously operating close to the minimum BSFC and best cylinder fuel efficiency.
  • Short-term energy storage and retrieval is used to "absorb" excess torque and supply deficit torque using the motor/generator as needed, while the engine remains approximately in the area of best cylinder fuel efficiency as vehicle load changes and as changes are made to the number of cylinders activated and deactivated to maintain an acceptable level of charge below an upper design limit or threshold and above a lower design limit or second threshold of the energy storage system.
  • Fig. 5 is a timeline illustrating the values of selected variable displacement engine and energy storage system parameters as a function of time while an powertrain is expected to deliver a constant net output.
  • the figure illustrates how the engine brake specific fuel consumption may be reduced by approximately 9% by employing the present invention.
  • the number of activated cylinders is caused to change by the control system shown in Fig. 3, applied to the exemplary hybrid powertrain shown in Figs. 2(a) and 2(b). In doing so, the variable displacement engine continuously operates at close to the minimum BSFC for the full range of possible vehicle loads, up to the engine torque associated with minimum engine BSFC.
  • the illustrated example assumes a Torque Required (TR) from the Power Delivery System (PDS) of 78.0 N-m at a vehicle speed corresponding to an engine speed of 2000 rpm in the exemplary case of a parallel hybrid PDS (a preferred engine speed of 2500 rpm in the case of a series or power split hybrid PDS). It is also assumed, only for purposes of illustration, that the energy storage system employs a storage medium with minimum storage and retrieval losses, e.g. an ultracapacitor.
  • a storage medium with minimum storage and retrieval losses e.g. an ultracapacitor.
  • SOC Energy Storage System State of Charge
  • the surplus torque is used to charge the energy storage device using the motor/generator as a generator until the SOC h i threshold is reached. Once the SOC h i threshold is reached, said engine is caused to operate on 2 activated cylinders, producing deficit torque. The deficit torque is supplemented by torque from the electric motor/generator using the stored charge in the energy storage device until the SOCi ow threshold is reached, upon which, the process is repeated.
  • Fig. 5 illustrates operation during a period in which a constant output is desired.
  • Fig. 6 is a timeline showing the values of selected variable displacement engine and energy storage system parameters as a function of time while a hybrid vehicle goes through a range of different operating conditions.
  • the engine is a six cylinder variable displacement engine.
  • a vehicle begins at rest at time 0, with the engine off and all intake and exhaust valves closed for minimum energy losses upon turning of the engine crankshaft.
  • the value of the Torque Required is also less than said engine is capable of providing while operating with three (3) activated cylinders and 3 deactivated cylinders, each deactivated cylinder having closed valves to minimize pumping losses, and each activated cylinder operating under conditions to achieve best overall Power Delivery System fuel efficiency.
  • the Torque Required from the Power Delivery System lies between the torque said engine is capable of delivering with two (2) cylinders operating at peak PDS efficiency and three (3) cylinders operating at peak PDS efficiency, with the other cylinders deactivated in such a way as to create the least energy losses possible.
  • the SOC h i and SOCi ow chosen thresholds would relate to the state of charge of the storage battery.
  • the thresholds could refer to the state of charge of a segregated portion of the storage battery or could refer to the state of charge of the entire storage battery.
  • each of the two (2) activated cylinders is operated under conditions of maximum PDS fuel efficiency.
  • the hybrid vehicle electric motor/generator Since the engine is operating on C m i n _ i activated cylinders, it is producing deficit torque, i.e. the engine torque is less than said Torque Required. Therefore, the hybrid vehicle electric motor/generator must be caused to act as a motor to supplement the engine torque so that the total Power Delivery System torque equals Torque Required. Since the hybrid electric motor is powered by the energy stored in the ultracapacitor, the ultracapacitor SOC decreases with time as its stored energy is depleted.
  • the engine operation continues with three (3) activated and three (3) deactivated cylinders which produces surplus torque.
  • the control system causes the motor/generator to act as a generator and produce surplus electrical energy using the surplus torque.
  • the surplus energy is stored in the ultracapacitor.
  • the process continues indefinitely with alternating periods of surplus torque followed by deficit torque and the associated storage of energy in the ultracapacitor followed by retrieval of the stored energy.
  • a mild or low acceleration (time 3) following the cruise conditions results in a higher value of Torque Required.
  • the "high accel" region shown in Fig. 6 is indicative of an increase in acceleration compared with the "low accel” region also shown in the figure.
  • the ultracapacitor charges quickly and discharges slowly in this region of vehicle operation.
  • the amount of time the engine operates on 6 activated cylinders is small compared with the operating time on 5 activated cylinders.
  • Decelerating the vehicle with a release of accelerator pedal pressure causes the engine to turn off by stopping the fuel supply to all cylinders, and causes all intake and exhaust valves to close to minimize pumping energy losses.
  • the control system causes the motor/generator to act as a generator to facilitate regeneration, i.e. to convert kinetic energy of the vehicle into electrical energy and to store said electrical energy, as is commonly done in hybrid-electric vehicles.
  • the ultracapacitor is charged to SOC h i before any energy is stored in the battery since battery storage and retrieval has higher energy losses compared with the ultracapacitor.
  • the remaining regeneration energy is subsequently stored in the hybrid-electric battery in the normal manner for a hybrid-electric vehicle with regenerative braking, i.e. as chemical energy.
  • the vehicle comes to a stop. At this point the engine is off, the ultracapacitor is fully charged, and the battery is at least partially charged.
  • variable displacement, internal combustion engine used with the present invention can be designed in such a way that all of the operation described above not only occurs at the best overall PDS energy efficiency for each engine speed experienced, but also occurs with no intake air throttling, i.e. at the equivalent of Wide Open Throttle (WOT), and therefore without the need of a throttle valve or engine idle air controller.
  • WOT Wide Open Throttle
  • the power modulation scheme described above can be used to control the engine torque without the use of intake air throttling (as is normally the case in a conventional diesel engine) and its associated energy losses, with minimal other pumping losses by closing the intake and exhaust valves on deactivated cylinders, and with activated cylinders operating in such a way as to maximize the overall energy efficiency of the PDS.
  • the engine design can then be optimized for continuous operation at peak energy efficiency (near minimum BSFC), thereby further reducing BSFC or improving fuel economy.
  • peak energy efficiency near minimum BSFC
  • EGR exhaust gas recirculation
  • each activated cylinder is running under nearly identical conditions whenever, and for as long as it is activated, the exhaust gas emissions control system can be simplified, leading to additional overall vehicle cost savings.
  • Large changes in instantaneous engine load which can lead to high exhaust emissions in a conventional vehicle, are only experienced when the number of activated cylinders changes, and those events are known to said engine control system in advance, since said control system is determining how many, and which cylinders will be activated.
  • the engine control system can be calibrated to minimize the resulting emissions due to the periodic, nearly identical, and known load changes over time.
  • the steady-load operating percentage of time is greatly increased by employing the present invention, thereby offering advantageous operation from an emissions control perspective, compared to both a conventional vehicular engine and a conventional hybrid engine.
  • Peak Engine Power 87 hp (65.3 kW);
  • Emin Peak Surplus Power x min. allowable time
  • capacitors can be configured to provide this level of operating voltage and capacitance.
  • 4 Model #BMOD00083 ultracapacitors avaialbe from Maxwell Technologies Inc. of San Diego, CA may be used.
  • Each individual capacitor has a capacitance of 83 Farads and a maximum voltage of 48 Volts.
  • Arranging the four capacitors in a network of two serial and two parallel capacitors as shown in Fig. 7 yields a net total capacitance of 83 F and maximum voltage of 96 V.
  • This combination is capable of storing significantly more than the calculated required energy, 383 kJ compared to the required 163 kJ.
  • Model #BMOD0083 capacitors is for exemplary purposes only, as there are additional benefits to using an ultracapacitor optimized for the particular vehicle employing the current invention.
  • the capacitor is sized to permit charge and discharge cycles to extend for a minimum of 10 seconds each. It should be appreciated that these are just examples and that shorter or longer minimum charge/discharge periods may be desirable. An advantage of shorter periods is that smaller ultracapacitors may be used which can help reduce overall system costs. An advantage of longer periods is that fewer displacement / firing fraction changes would be required which can help reduce NVH concerns.
  • FIGs. 5 and 6 show power profiles from the energy storage which are different than the power profile of an operating cylinder.
  • An operating cylinder produces power only on the power stroke, which is at most a quarter of the time for a four cycle engine.
  • the power profile from the energy storage unit may match this profile or it may be different.
  • An advantageous profile is one where the power profile is smooth, with little or any structure associated with the cylinder firings and skipping. This type of profile will minimize the energy being delivered/received into/from the energy storage. It also will minimize the current required to store that energy. Both these factors improve the overall energy efficiency of the PDS.
  • a conventional variable displacement engine is used and different effective displacements are achieved by deactivating one or more specific cylinders.
  • other mechanisms may be used to vary the effective displacement of an engine.
  • One such approach is skip fire control.
  • skip fire control approaches a set of firing fractions are available to the skip fire controller.
  • each different firing fraction will correspond to a different effective displacement. Therefore, like in the variable displacement engine example, operating the fired cylinders under conditions that would provide the most efficient BSFC will typically cause the engine output to be mismatched with the requested powertrain output.
  • the same alternating energy storage and retrieval approach can be used to help optimize efficiency in a skip fire control scheme which has a finite set of available firing fractions.
  • the primary described embodiment contemplates alternating between the lowest available effective engine displacement state that can deliver the desired powertrain output and the next smaller available effective displacement in order to minimize the amount of energy that must to stored and retrieved during operation.
  • such approaches may be desirable to help address NVH issues, to accommodate charging or discharging an energy storage device, to provide improved responsiveness in certain operational conditions or for other specific reasons.
  • changes in the displacement may be disfavored so that the effective displacement isn't changed even through variations in the requested torque unless the storage capacity exceeds an upper limit or is below a lower limit or there are significant changes in the requested torque (e.g. a net torque request change of greater than a hysteresis threshold is exceeded).
  • the capacitors or other storage devices may be sized to store more energy so that less frequent effective displacement changes are required.
  • motor/generator 14 may be implemented as a single integrated unit that can reversibly run as a motor and a generator or as separate motor and generator components.
  • the motor or the generator may be implemented as multiple discrete devices and/or any combination of discrete and integrated devices may be used (e.g. 2 or more motors may be used and/or 2 or more generators may be used and/or an integrated motor/generator may be used in combination with a second dedicated motor, etc.).
  • regenerative braking can generate a significant amount of electrical energy and in many instances, the amount of electrical energy generated during regenerative braking will exceed the available storage capacity of the ultracapacitor.
  • regenerative energy may first be directed to the ultracapacitor until the ultracapacitor is full or reaches a designated threshold and then any additional regenerative energy may be directed to the battery.
  • various thresholds such as the SOC h i and SOCi ow thresholds are used in making decisions regarding when to switch operating modes.
  • Such thresholds may be fixed points or they may be variables which can change based on any factors that the controller designer deems appropriate.
  • a capacitor cooling system as may be accomplished, for example, by providing a fan to help cool the capacitor.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

La présente invention concerne des procédés et des agencements destinés à commander des groupes motopropulseurs hybrides. Dans un aspect, un moteur est actionné de façon alternative à différents déplacements effectifs. Un déplacement délivre une sortie de groupe motopropulseur inférieure à celle requise et l'autre en délivre une supérieure. Un système de moteur/générateur sert à ajouter et ôter du couple du groupe motopropulseur pour entraîner la fourniture nette de la sortie de groupe motopropulseur requise. Dans certains modes de réalisation, l'énergie ajoutée et ôtée du groupe motopropulseur est principalement tirée d'un condensateur et stockée dans celui-ci (par ex., un supercondensateur ou un ultracondensateur) lors de l'alternance entre des déplacements effectifs. Dans un autre aspect, un agencement de groupe motopropulseur hybride comprend un moteur/générateur et un système de stockage d'énergie qui comprend une batterie et un condensateur. Le condensateur stocke et délivre de l'énergie électrique à l'unité moteur/générateur pendant le fonctionnement du moteur dans un déplacement variable ou en mode de contournement de l'allumage.
PCT/US2012/065944 2011-11-17 2012-11-19 Commande de groupe motopropulseur hybride WO2013075139A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE112012004795.8T DE112012004795T8 (de) 2011-11-17 2012-11-19 Hybrid-Antriebsstrang-Steuerung
IN833KON2014 IN2014KN00833A (fr) 2011-11-17 2012-11-19
CN201280056659.8A CN103958312B (zh) 2011-11-17 2012-11-19 混合式动力传动系控制

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US201161560803P 2011-11-17 2011-11-17
US61/560,803 2011-11-17
US201161570277P 2011-12-13 2011-12-13
US61/570,277 2011-12-13

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WO2013075139A1 true WO2013075139A1 (fr) 2013-05-23

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CN (1) CN103958312B (fr)
DE (1) DE112012004795T8 (fr)
IN (1) IN2014KN00833A (fr)
WO (1) WO2013075139A1 (fr)

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DE102016117300B4 (de) 2015-09-17 2024-06-13 Hyundai Motor Company Ungleichmäßiger-Hubraum-Verbrennungsmotor-Steuersystem mit unterschiedlichen Steuerungsmodi basierend auf einem Ladezustand einer Batterie und Verfahren zum Steuern eines Ungleichmäßiger-Hubraum-Verbrennungsmotors mit unterschiedlichen Steuerungsmodi basierend auf einem Ladezustand einer Batterie
GB2548108B (en) * 2016-03-07 2018-07-18 Ford Global Tech Llc Method of controlling a vehicle
DE112018001304T5 (de) * 2017-03-13 2019-12-24 Tula Technology, Inc. Adaptive drehmomentabschwächung durch ein mikro-hybridsystem
EP3852265A1 (fr) * 2018-03-19 2021-07-21 Tula Technology, Inc. Commande de machine électrique pulsée

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Also Published As

Publication number Publication date
CN103958312A (zh) 2014-07-30
IN2014KN00833A (fr) 2015-10-02
DE112012004795T8 (de) 2014-11-20
DE112012004795T5 (de) 2014-10-30
CN103958312B (zh) 2016-09-07

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