Engine pump loss control to improve battery system charging and overall vehicle efficiency

• US 10,077,728 B1
• Filed: 08/07/2017
• Issued: 09/18/2018
• Est. Priority Date: 08/07/2017
• Status: Active Grant

• Current Assignee: FCA US LLC (Stellantis NV)
• Original Assignee: FCA US LLC (Stellantis NV)
• Inventors: Ren, Zhen, Yu, Songping, Othman, Mohamed, Masters, Ryan C, Koteeswaran, Anandhi, Quiles, Marcio
• Primary Examiner(s): Huynh, Hai
• Assistant Examiner(s): Laguarda, Gonzalo
• Application Number:
  US15/670,521
• Time in Patent Office: 407 Days
• Field of Search: 123399, 123481, 123436, 123325, 123332, 123333, 701103, 701104, 701105, 701110, 701112, 701113
• CPC Class Codes: B60K 2006/268 Electric drive motor starts the engine, i.e. used as starter motor
• CPC Class Codes: B60K 6/485 Motor-assist type
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 10/26 for electrical energy, e.g. batteries or capacitors
• CPC Class Codes: B60W 20/13 in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
• CPC Class Codes: B60W 20/14 in conjunction with braking regeneration
• CPC Class Codes: B60W 20/15 Control strategies specially adapted for achieving a particular effect
• CPC Class Codes: B60W 20/16 for reducing engine exhaust emissions
• CPC Class Codes: B60W 20/50 Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
• CPC Class Codes: B60W 2050/001 Proportional integral [PI] controller
• CPC Class Codes: B60W 2510/0628 Inlet air flow rate
• CPC Class Codes: B60W 2510/244 Charge state
• CPC Class Codes: B60W 2510/305 Power absorbed by auxiliaries
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2710/0605 Throttle position
• CPC Class Codes: B60W 2710/0627 Fuel flow rate
• CPC Class Codes: F02D 2200/1006 Engine torque losses, e.g. friction or pumping losses or losses caused by external loads of accessories
• CPC Class Codes: F02D 41/0005 during deceleration
• CPC Class Codes: F02D 41/042 for stopping the engine
• CPC Class Codes: F02D 41/123 : the fuel injection being cut-off
• CPC Class Codes: F02N 11/04 : the motors being associated with current generators
• CPC Class Codes: F02N 11/0814 : comprising means for controlling automatic idle-start-stop
• CPC Class Codes: F02N 11/0851 : characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear
• CPC Class Codes: F02N 2200/022 : Engine speed
• CPC Class Codes: F02N 2200/061 : Battery state of charge [SOC]
• CPC Class Codes: Y02T 10/40 : Engine management systems
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles

Abstract

Techniques for a mild hybrid vehicle utilize a control system for detecting a deceleration fuel shutoff (DFSO) event where fueling to an engine is disabled and in response to detecting the DFSO event: determining a desired pumping loss for the engine based on a parameter of a battery system, the desired pumping loss corresponding to a desired amount of electrical energy that a motor generator unit (MGU) of a belt-driven starter generator (BSG) system will generate to charge the battery system; commanding a throttle valve of the engine to an initial position determined based on the desired engine pumping loss and a speed of the engine; estimating an actual pumping loss of the engine based on an estimated airflow into the engine; and adjusting the position of the throttle valve based on a difference between the desired and actual engine pumping losses.

Claims

1. A system for a mild hybrid vehicle, the system comprising:

a belt-driven starter generator (BSG) system including a motor generator unit (MGU) physically coupled to a crankshaft of an engine of the vehicle, the MGU being electrically connected to a battery system of the vehicle; and

a control system configured to;

detect a deceleration fuel shutoff (DFSO) event where fueling to the engine is disabled; and

in response to detecting the DFSO event;

determine a desired pumping loss for the engine based on a parameter of the battery system, the desired pumping loss corresponding to a desired amount of electrical energy that the MGU will generate to charge the battery system;

determine an initial position for a throttle valve of the engine based on the desired engine pumping loss and a speed of the engine;

command the throttle valve to the initial position;

estimate an actual pumping loss of the engine based on an estimated airflow into the engine; and

adjust the position of the throttle valve based on a difference between the desired and actual engine pumping losses.

2. The system of claim 1, wherein the control system is configured to adjust the position of the throttle valve based on the difference between the desired and actual engine pumping losses for a remainder of the DFSO event.

3. The system of claim 1, wherein the parameter of the battery system is a state of charge (SOC) of the battery system, and wherein the control system is configured to adjust the position of the throttle valve based on the difference between the desired and actual engine pumping losses until the SOC reaches a predetermined SOC.

4. The system of claim 1, wherein the control system is configured to determine the initial throttle valve position as a feedforward estimation using a lookup table relating various throttle valve positions to engine pumping losses and engine speeds.

5. The system of claim 3, wherein the control system is further configured to determine a feedback error based on the difference between the desired and actual engine pumping losses and to adjust the throttle valve position from the initial throttle valve position based on the feedback error.

6. The system of claim 4, wherein the control system is configured to perform a closed-loop proportional-integral (PI) control scheme in determining the feedback error and adjusting the throttle valve position.

7. The system of claim 1, wherein the desired pumping loss corresponds to a maximum amount of engine pumping loss reduction that the MGU is able to convert to the electrical energy for charging the battery system.

8. The system of claim 1, wherein the DFSO event corresponds to an accelerator pedal of the vehicle being at a rest position and the throttle valve being at a minimum operating position.

9. A method of operating a mild hybrid vehicle having a belt-driven starter generator (BSG) system including a motor generator unit (MGU) physically coupled to a crankshaft of an engine of the vehicle and electrically connected to a battery system of the vehicle, the method comprising:

detecting, by a control system of the vehicle, a deceleration fuel shutoff (DFSO) event where fueling to the engine is disabled; and

in response to detecting the DFSO event;

determining, by the control system, a desired pumping loss for the engine based on a parameter of the battery system, the desired pumping loss corresponding to a desired amount of electrical energy that the MGU will generate to charge the battery system;

determining, by the control system, an initial position for a throttle valve of the engine based on the desired engine pumping loss and a speed of the engine;

commanding, by the control system, the throttle valve to the initial position;

estimating, by the control system, an actual pumping loss of the engine based on an estimated airflow into the engine; and

adjusting, by the control system, the position of the throttle valve based on a difference between the desired and actual engine pumping losses.

10. The method of claim 9, wherein adjusting the position of the throttle valve based on the difference between the desired and actual engine pumping losses is performed for a remainder of the DFSO event.

11. The method of claim 9, wherein the parameter of the battery system is a state of charge (SOC) of the battery system, and wherein adjusting the position of the throttle valve based on the difference between the desired and actual engine pumping losses is performed until the SOC reaches a predetermined SOC.

12. The method of claim 9, wherein the initial throttle valve position is determined as a feedforward estimation using a look-up table relating various throttle valve positions to engine pumping losses and engine speeds.

13. The method of claim 12, further comprising:

determining, by the control system, a feedback error based on the difference between the desired and actual engine pumping losses; and

adjusting, by the control system, the throttle valve position from the initial throttle valve position is performed based on the feedback error.

14. The method of claim 13, further comprising performing, by the control system, a closed-loop proportional-integral (PI) control scheme in determining the feedback error and adjusting the throttle valve position.

15. The method of claim 9, wherein the desired pumping loss corresponds to a maximum amount of engine pumping loss reduction that the MGU is able to convert to the electrical energy for charging the battery system.

16. The method of claim 9, wherein the DFSO event corresponds to an accelerator pedal of the vehicle being at a rest position and the throttle valve being at a minimum operating position.