System and method for compensation of turbo lag in hybrid vehicles

• US 10,501,067 B2
• Filed: 07/24/2017
• Issued: 12/10/2019
• Est. Priority Date: 03/14/2013
• Status: Active Grant

• Current Assignee: Allison Transmission Incorporated (Allison Transmission Holdings Incorporated)
• Original Assignee: Allison Transmission Incorporated (Allison Transmission Holdings Incorporated)
• Inventors: West, Stephen T.
• Primary Examiner(s): Cheung, Mary
• Application Number:
  US15/657,875
• Publication Number:
  US 20170327101A1
• Time in Patent Office: 869 Days
• CPC Class Codes: B60K 6/24 characterised by the combustion engines
• CPC Class Codes: B60K 6/48 Parallel 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 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/11 using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance utilising navigation and traffic information in the control strategy B60W20/12
• CPC Class Codes: B60W 20/19 for achieving enhanced acceleration
• CPC Class Codes: B60W 2050/0039 of the propulsion unit
• CPC Class Codes: B60W 2050/0088 Adaptive recalibration
• CPC Class Codes: B60W 50/0097 Predicting future conditions
• CPC Class Codes: F02B 37/00 Engines characterised by provision of pumps driven at least for part of the time by exhaust
• CPC Class Codes: F02D 2200/1004 Estimation of the output torque
• CPC Class Codes: F02D 2200/101 Engine speed
• CPC Class Codes: F02D 41/0007 for control of turbo-charged or super-charged engines control of the pumps per se F02B37/12
• CPC Class Codes: F02D 41/10 for acceleration
• CPC Class Codes: F02D 41/1497 With detection of the mechanical response of the engine
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y10S 903/93 Conjoint control of different elements

Abstract

A system and method for compensation of turbo lag in hybrid vehicles is disclosed. The system identifies a zero boost power limit of the engine and a torque curve power limit. A turbocharger dynamic model is then developed based on measurements of the input engine power and the output max available engine power. The model is used to determine an overall propulsion power limit based on the combination of the engine and motor in operation. A power request by the driver may then be limited to the overall propulsion power limit to compensate for the effect of the turbocharger when propelling the vehicle using both the engine and motor and better simulate the engine-only response.

Claims

1. A method of operating a hybrid vehicle using a hybrid controller, comprising:

determining a zero boost power limit of an engine of the hybrid vehicle, said engine including a turbocharger;

determining a torque curve power limit of the engine, said torque curve power limit based upon a maximum available engine power;

monitoring a current power of the engine and the maximum available engine power when the maximum available engine power is between the zero boost power limit and the torque curve power limit; and

determining a dynamic response model of the engine based on said monitoring, said model providing an estimation of the engine output power over time as the turbocharger contributes to the output power of the engine.

2. The method of claim 1, further comprising:

receiving a driver output torque request; and

operating the hybrid vehicle such that the collective output power of the engine and an eMachine of the hybrid vehicle is automatically limited to a turbo-equivalent power limit based on said model, said turbo-equivalent power limit representing the power limit of the engine acting alone.

3. The method of claim 2, further comprising:

determining an actual engine torque of the engine;

multiplying said actual engine torque by a current engine speed of the engine to determine a current engine power;

determining an eMachine torque of the eMachine;

multiplying said eMachine torque by a current eMachine speed of the eMachine to determine a current eMachine output power;

adding said current engine power and said eMachine power to determine a total propulsion power;

using the dynamic model to determine the turbo-equivalent power limit; and

controlling the engine and eMachine power outputs so that the total propulsion power matches the turbo-equivalent power limit.

4. The method of claim 2, further comprising:

setting the turbo-equivalent power limit to the zero boost power limit if the zero boost power limit is greater than said turbo-equivalent power limit.

5. The method of of claim 2, further comprising:

setting the turbo-equivalent power limit to the torque curve power limit if the torque curve power limit is less than the turbo-equivalent power limit.

6. The method of of claim 1, wherein said dynamic response model is determined by the controller using infinite impulse response filtering.

7. The method of claim 1, wherein said dynamic response model is represented discreetly by the equation:

y([n+1]T_s)=α

y(nT_s)+k(1−

α

)u(nT_s)

where T is a constant, k is a constant,

8. The method of claim 7, wherein T and k are adaptively determined by infinite impulse response filtering.

9. The method claim 1, wherein said zero boost power limit is determined by monitoring the maximum available torque of the engine while the engine is idling.

10. The method of claim 9, wherein said zero boost power limit is determined by multiplying a current engine speed by the average of the maximum available torque of the engine when idling.

11. A hybrid system, comprising:

an engine having a turbocharger;

an engine controller operatively coupled to the engine;

an eMachine;

a hybrid controller operatively coupled to the eMachine and in communication with the engine controller;

wherein the hybrid controller is configured to;

determine a zero boost power limit of the engine;

receive torque curve information from the engine controller;

determine a torque curve power limit of the engine from said torque curve information;

monitor a current power of the engine and a current maximum available power of the engine; and

determine a dynamic response model of the engine based on said monitoring, said model providing an estimation of the engine output power over time as the turbocharger contributes to the output power of the engine.

12. The system of claim 11, wherein the hybrid controller is further configured to:

receive a driver output torque request from said engine controller; and

operate the hybrid vehicle such that the collective output power of the engine and an eMachine of the hybrid vehicle is automatically limited to a turbo-equivalent power limit based on said model, said turbo-equivalent power limit representing the power limit of the engine acting alone.

13. The system of claim 12, wherein the hybrid controller is further configured to:

receive an actual engine torque and a current engine speed from the engine controller;

multiply said actual engine torque by said current engine speed to determine a current engine power;

determine an eMachine torque of the eMachine;

multiply said eMachine torque by a current eMachine speed of the eMachine to determine a current eMachine output power; and

add said current engine power and said eMachine power to determine a total propulsion power;

using the dynamic model to determine the turbo-equivalent power limit; and

controlling the engine and eMachine power outputs so that the total propulsion power matches the turbo-equivalent power limit.

14. The system of claim 12, wherein the hybrid controller is further configured to set the turbo-equivalent power limit to the zero boost power limit if the zero boost power limit is greater than said turbo-equivalent power limit.

15. The system of claim 12, wherein the hybrid controller is further configured to set the turbo-equivalent power limit to the torque curve power limit if the torque curve power limit is less than the turbo-equivalent power limit.

16. The system of claim 12, wherein said dynamic response model is determined by the hybrid controller using infinite impulse response filtering.

17. The system of claim 11, wherein said dynamic response model is represented discreetly by the equation:

y([n+1]T_s)=α

y(nT_s)+k(1−

α

)u(nT_s)

where T is a constant, k is a constant,

18. The system of claim 17, wherein T and k are adaptively determined by the hybrid controller using infinite impulse response filtering.

19. The system of claim 11, wherein said zero boost power limit is determined by the hybrid controller by monitoring the maximum available torque of the engine while the engine is idling, said maximum available torque received by the hybrid controller from the engine controller.

20. The system of claim 19, wherein said zero boost power limit is determined by multiplying a current engine speed received from the controller by the average of the maximum available torque of the engine when idling.

21. A method of operating a hybrid vehicle using a hybrid controller, comprising:

receiving a driver output torque request using the hybrid controller; and

determining a zero boost power limit of an engine of the hybrid vehicle, said engine including a turbocharger;

determining a torque curve power limit of the engine, said torque curve power limit based upon a maximum available power the engine can produce;

monitoring a current power of the engine and the maximum available power of the engine;

using the hybrid controller, operating the hybrid vehicle such that the collective output power of an engine and an eMachine of the hybrid vehicle is automatically limited to a turbo-equivalent power limit corresponding to said driver output torque request, said turbo-equivalent power limit representing the power limit of the engine acting alone.

22. The method of claim 21, further comprising:

determining a dynamic response model of the engine based on said monitoring, said model providing an estimation of the engine output power over time as the turbocharger substantially contributes to the output power of the engine; and

using said model to determine said turbo-equivalent power limit.

23. The method of claim 21, further comprising:

receiving an actual engine torque and a current engine speed using the hybrid controller;

multiplying said actual engine torque by said current engine speed to determine a current engine power;

determining an eMachine torque of the eMachine;

multiplying said eMachine torque by a current eMachine speed of the eMachine to determine a current eMachine output power;

adding said current engine power and said eMachine power to determine a total propulsion power;

using the dynamic model to determine the turbo-equivalent power limit.

24. The method of claim 22, wherein said dynamic response model is represented discreetly by the equation:

y([n+1]T_s)=α

y(nT_s)+k(1−

α

)u(nT_s)

where T is a constant, k is a constant,

25. The method of claim 24, wherein said dynamic response model is determined by the controller using infinite impulse response filtering.

26. The method of claim 21, wherein the zero boost power limit is determined when the turbocharger is not contributing to the current output power of the engine.

27. The method of claim 21, wherein said torque curve power limit represents the maximum output power of the turbocharged engine when the turbocharger is contributing to the output power of the engine.

28. The method of claim 21, wherein the dynamic response model includes a model of engine output power with respect to a current engine speed when the turbocharger is contributing to the output power of the engine.

29. The method of claim 21, comprising:

using the controller to adjust the output power of the engine and the eMachine to match the estimated engine output power in the dynamic response model.

30. The method of claim 21, further comprising:

monitoring a current output power of the engine when the engine is used in conjunction with the eMachine; and

using the controller to change the output power of the eMachine to compensate for a difference between said current output power and said dynamic response model.