METHOD AND APPARATUS TO CONTROL ENGINE TEMPERATURE FOR A HYBRID POWERTRAIN

• US 20090118090A1
• Filed: 09/19/2008
• Published: 05/07/2009
• Est. Priority Date: 11/07/2007
• Status: Active Grant

• Current Assignee: Bayerische Motoren Werke AG, Daimler AG (Mercedes-Benz Group AG), Chrysler Group LLC (Stellantis NV)
• Original Assignee: BMW AG (Bayerische Motoren Werke AG), Daimler AG (Mercedes-Benz Group AG), GM Global Technology Operations Incorporated (Motors Liquidation Co. GUC Trust), Chrysler LLC (Stellantis NV)
• Inventors: Heap, Anthony H., Lahti, John L.
• Granted Patent: US 8,267,837 B2
• Time in Patent Office: Days
• US Class Current: 477/98
• CPC Class Codes: B60K 1/02 comprising more than one electric motor
• CPC Class Codes: B60K 6/365 with the gears having orbital motion
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60K 6/485 Motor-assist type
• CPC Class Codes: B60K 6/547 the transmission being a stepped gearing
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/441 Speed
• CPC Class Codes: B60L 2240/445 Temperature
• CPC Class Codes: B60L 2240/486 Operating parameters
• 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 20/10 Controlling the power contribution of each of the prime movers to meet required power demand
• CPC Class Codes: B60W 2050/0006 Digital architecture hierarchy
• CPC Class Codes: B60W 2510/06 Combustion engines, Gas turbines
• CPC Class Codes: B60W 2510/0628 Inlet air flow rate
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2510/0676 Engine temperature
• CPC Class Codes: B60W 2510/068 Engine exhaust temperature
• CPC Class Codes: B60W 2510/0685 Engine crank angle
• CPC Class Codes: B60W 2510/081 : Speed
• CPC Class Codes: B60W 2510/1015 : Input shaft speed, e.g. turbine speed
• CPC Class Codes: B60W 2510/244 : Charge state
• CPC Class Codes: B60W 2540/10 : Accelerator pedal position
• CPC Class Codes: B60W 2540/12 : Brake pedal position
• CPC Class Codes: B60W 2555/20 : Ambient conditions, e.g. wind or rain
• CPC Class Codes: B60W 2710/0616 : Position of fuel or air injector
• CPC Class Codes: B60W 2710/1061 : Output power
• CPC Class Codes: B60W 50/087 : where the control system corrects or modifies a request from the driver
• CPC Class Codes: F02D 2041/1433 : using a model or simulation of the system
• CPC Class Codes: F02D 2200/021 : Engine temperature
• CPC Class Codes: F02D 2250/18 : Control of the engine output torque
• CPC Class Codes: F02D 41/024 : to increase temperature of the exhaust gas treating apparatus
• CPC Class Codes: F02D 41/1497 : With detection of the mechanical response of the engine
• CPC Class Codes: Y02T 10/12 : Improving ICE efficiencies
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y02T 10/64 : Electric machine technologies in electromobility

Abstract

An internal combustion engine is connected to a transmission to transmit tractive power to a driveline. Engine coolant temperature is determined, and power output of the engine is adjusted based upon the coolant temperature and preferred coolant temperature range. The transmission is controlled to transmit tractive power to the driveline to meet an operator torque request based upon the adjusted power output of the engine.

Claims

1. Method for controlling an internal combustion engine operatively connected to an electro-mechanical transmission to transmit tractive power to a driveline, comprising:

determining coolant temperature for the internal combustion engine;

adjusting power output of the engine based upon the coolant temperature and a preferred temperature coolant range; and

,

controlling the electro-mechanical transmission to transmit tractive power to the driveline to meet an operator torque request based upon the adjusted power output of the engine.

2. The method of claim 1, further comprising increasing the engine power output when the coolant temperature is less than the preferred coolant temperature range.

3. The method of claim 1, further comprising decreasing the engine power output when the coolant temperature exceeds the preferred coolant temperature range.

4. The method of claim 1 further comprising determining a preferred engine operation to achieve the preferred coolant temperature range and minimize a total energy loss.

5. The method of claim 1, further comprising

determining a preferred engine operation based upon the adjusted engine power output;

estimating a future energy loss;

determining a total power loss and a rate of change in the estimated future energy loss; and

adjusting the preferred engine operation to minimize the total power loss and the rate of change in the estimated future energy loss to achieve the preferred coolant temperature range and minimize the total energy loss during the engine operating cycle.

6. The method of claim 5, further comprising:

iteratively generating engine speed states and engine torque states;

calculating a total power loss and a rate of change in the estimated future energy loss for each of the iteratively generated engine speed states and engine torque states;

determining minimum values for the calculated total power loss and the rate of change in the estimated future energy loss; and

,

determining the preferred engine operation comprising an engine speed state and an engine torque state corresponding to the minimum values for the calculated total power loss and the rate of change in the estimated future energy loss.

7. The method of claim 6, wherein the preferred engine operation further comprises an engine state comprising one of an all-cylinder operation and a cylinder-deactivation operation.

8. The method of claim 7, wherein the preferred engine operation further comprises an engine operating mode comprising one of a stoichiometric air/fuel ratio operation and a rich air/fuel ratio operation.

9. The method of claim 8, further comprising executing a two-dimensional search engine to iteratively generate the engine speed states and the engine torque states.

10. The method of claim 6, wherein the total power loss includes an engine power loss and other powertrain losses.

11. The method of claim 10, wherein the engine power loss comprises a nominal engine power loss and a power loss correction.

12. The method of claim 11, wherein the power loss correction is based upon an engine air/fuel ratio mode, an engine cylinder deactivation state, and, an engine operating temperature mode.

13. Method for controlling an internal combustion engine operatively connected to an electro-mechanical transmission, comprising:

monitoring ambient operating conditions and engine operating conditions;

determining a coolant temperature;

adjusting power output of the engine based upon the coolant temperature and a preferred coolant temperature range; and

,

controlling the electro-mechanical transmission based upon the adjusted power output of the engine.

14. The method of claim 13, further comprising controlling the electro-mechanical transmission to transmit tractive power to the driveline based upon the adjusted power output of the engine.

15. The method of claim 14, further comprising controlling the electro-mechanical transmission to generate electric power based upon the adjusted power output of the engine.

16. The method of claim 14, further comprising:

estimating a future energy loss during an engine operating cycle;

determining a power loss and a rate of change in the estimated future energy loss during the engine operating cycle; and

,

determining the preferred engine operation to minimize the power loss and the rate of change in the estimated future energy loss to achieve the preferred coolant temperature range and minimize the total energy loss during the engine operating cycle.

17. The method of claim 16, further comprising:

iteratively generating engine speed states and engine torque states;

calculating a power loss and a rate of change in the estimated future energy loss for each of the iteratively generated engine speed states and engine torque states;

determining a minimum value for the calculated power loss and the rate of change in the estimated future energy loss; and

,

determining the preferred engine operation comprising an engine speed state and an engine torque state corresponding to the minimum value for the calculated power loss and the rate of change in the estimated future energy loss.

18. Method for controlling an internal combustion engine fluidly connected to an exhaust aftertreatment system and operatively connected to a transmission, comprising:

determining a coolant temperature;

adjusting an engine speed state and an engine torque state based upon the coolant temperature and a preferred coolant temperature range and minimize a total energy loss during an engine operating cycle;

controlling the engine to the adjusted engine speed state and engine torque state to achieve the preferred coolant temperature range; and

,

controlling the transmission to transmit tractive power to the driveline to meet an operator torque request based upon the preferred engine operation.

19. The method of claim 18, further comprising:

estimating a future energy loss for the engine operating cycle;

determining a power loss and a rate of change in the estimated future energy loss; and

,

adjusting the engine speed state and an engine torque state to minimize the power loss and the rate of change in the estimated future energy loss to achieve the preferred coolant temperature range and minimize the total energy loss.

20. The method of claim 19, wherein determining the adjusted engine speed state and an engine torque state comprises:

iteratively generating engine speed states and engine torque states;

calculating a power loss and a rate of change in the estimated future energy loss for each of the iteratively generated engine speed states and engine torque states;

determining a minimum value for the calculated power loss and the rate of change in the estimated future energy loss; and

,

determining a preferred engine operation comprising an engine speed state and an engine torque state corresponding to the minimum value for the calculated power loss and the rate of change in the estimated future energy loss.