HYBRID ELECTRIC VEHICLE CONTROLLER AND METHOD OF CONTROLLING A HYBRID ELECTRIC VEHICLE

• US 20140024492A1
• Filed: 01/31/2012
• Published: 01/23/2014
• Est. Priority Date: 02/01/2011
• Status: Active Grant

• Current Assignee: Jaguar Land Rover Limited (TATA Motors Limited)
• Original Assignee: Jaguar Land Rover Limited (TATA Motors Limited)
• Inventors: Dextreit, Clement
• Granted Patent: US 9,428,175 B2
• Time in Patent Office: Days
• US Class Current: 477/3
• CPC Class Codes: B60K 2006/4825 Electric machine connected or connectable to gearbox input shaft
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• 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 10/30 including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
• 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 20/15 Control strategies specially adapted for achieving a particular effect
• CPC Class Codes: B60W 2510/0241 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 2510/0676 Engine temperature
• CPC Class Codes: B60W 2510/068 Engine exhaust temperature
• CPC Class Codes: B60W 2510/182 Brake pressure, e.g. of fluid or between pad and disc
• CPC Class Codes: B60W 2510/246 Temperature
• CPC Class Codes: B60W 2710/025 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 2710/0644 Engine speed
• CPC Class Codes: B60W 2710/065 Idle condition
• CPC Class Codes: B60W 2710/0666 Engine torque
• CPC Class Codes: B60W 2710/0688 Engine temperature
• CPC Class Codes: B60W 2710/0694 Engine exhaust temperature
• CPC Class Codes: B60W 2710/083 Torque
• CPC Class Codes: B60W 2710/182 : Brake pressure, e.g. of fluid or between pad and disc
• CPC Class Codes: B60W 2710/246 : Temperature
• CPC Class Codes: B60W 30/186 : excessive wear or burn out of friction elements, e.g. clutches
• CPC Class Codes: Y02T 10/40 : Engine management systems
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y02T 10/72 : Electric energy management in electromobility
• CPC Class Codes: Y10S 903/906 : Motor or generator

Abstract

Embodiments of the invention provide control means for a hybrid electric vehicle, the control means comprising an energy management portion (EMP) configured to determine a required torque split between each of a first and at least a second actuator in dependence on a first set of one or more vehicle parameters, the required torque split being an amount of torque required to be provided to drive the vehicle by each actuator, the control means being configured to provide an actuator request control output whereby each actuator is controlled to provide an amount of torque according to the required torque split, the control means further comprising a powertrain mode manager (PMM) portion, the PMM portion being arranged to override the control output of the EMP in dependence on a value of a second set of one or more vehicle parameters.

Claims

1. A controller for a hybrid electric vehicle comprising:

an energy management portion (EMP) configured to determine a required torque split between each of a first and at least a second actuator in dependence on a first set of one or more vehicle parameters,

the required torque split being an amount of torque required to be provided to drive the vehicle by each actuator,

the controller being configured to provide an actuator request control output whereby each actuator is controlled to provide an amount of torque according to the required torque split,

the controller further comprising a powertrain mode manager (PMM) portion, and

the PMM portion being arranged to override a control output of the EMP in dependence on a value of a second set of one or more vehicle parameters.

2. A controller as claimed in claim 1, wherein the PMM portion is arranged to override a required torque split output of the EMP responsive to the value of said one or more vehicle parameters thereby to maintain the value of said one or more vehicle parameters within a prescribed range.

3. A controller as claimed in claim 1, wherein the PMM portion is arranged to override the required torque split output of the EMP responsive to a control signal from a vehicle cabin temperature controller, the PMM portion being arranged to provide a control signal to start a first actuator thereby to generate heat to heat a cabin.

4. A controller as claimed in claim 1, wherein the PMM portion is responsive to a temperature of an aftertreatment apparatus arranged to process exhaust gas generated by the first actuator, wherein the PMM portion is arranged to maintain the temperature of the aftertreatment apparatus above a prescribed first aftertreatment apparatus temperature threshold by controlling the first actuator to start when an aftertreatment apparatus temperature falls below a first aftertreatment apparatus temperature threshold and the first actuator is stopped.

5. A controller as claimed in claim 4, wherein the PMM portion is arranged to maintain the temperature of the aftertreatment apparatus above the prescribed first aftertreatment apparatus temperature threshold by overriding a command by the EMP to shut down the first actuator when the temperature of the aftertreatment apparatus is below a second prescribed aftertreatment device apparatus temperature threshold, wherein the first aftertreatment apparatus temperature threshold is lower than the second aftertreatment apparatus temperature threshold.

6. A controller as claimed in claim 1, wherein the PMM portion is arranged to maintain a coolant temperature above a prescribed first coolant temperature threshold by controlling the first actuator to start when a coolant temperature falls below a first coolant temperature threshold and inhibiting stopping of the first actuator by the EMP portion when the coolant temperature is below a second prescribed coolant temperature threshold.

7. A controller as claimed in claim 1, wherein the PMM portion is responsive to a temperature of a power storage device operable to provide power to the second actuator, wherein when a temperature of the power storage device is below a prescribed value the PMM portion is arranged to command at least one of:

charging of the power storage device;

drawing of charge from the power storage device; and

alternately to charge the power storage device and draw charge from the power storage device thereby to warm the power storage device.

8. A controller as claimed in claim 1:

wherein the PMM portion is arranged to override the control output of the EMP responsive to a speed difference between a torque input portion and a torque output portion of a releasable torque transmitter that is arranged for coupling the first actuator to a driveline of the vehicle when the speed difference exceeds a prescribed value;

the controller being arranged to control rotation of the first actuator to reduce the speed difference to a value below the prescribed value;

wherein the releasable torque transmitting means is a clutch; and

wherein the controller is operable to control the clutch to selectively connect a first actuator in the form of an engine to the driveline of the vehicle when the speed difference exceeds the prescribed value.

9. A controller as claimed in claim 1, wherein, when the first actuator is not operating, the PMM portion is arranged to start the first actuator thereby to power a brake pump when a state of a brake system status flag indicates a brake pressure is below a prescribed threshold.

10. A controller as claimed in claim 9, wherein:

the controller is configured to monitor, when the first actuator is not operating, actuation of brakes of the vehicle,

the controller being operable to command starting of the first actuator responsive to at least one selected from amongst a number of times a brake pedal is depressed, a number of times pressure is applied to the brake pedal above a prescribed value, and a function responsive to an integral of the brake pressure applied as a function of time.

11. A controller as claimed in claim 1:

Wherein the EMP is operable to provide a control output to command starting and stopping of the first actuator,

the PMM portion being operable to override a command from the controller to start or stop the first actuator.

12. A controller as claimed in claim 1, wherein the PMM portion is operable to override the control output of the EMP thereby to command an alternative torque split between the first and second actuators.

13. A hybrid electric vehicle comprising a controller as claimed in claim 1, wherein a first actuator of the vehicle comprises an engine, and a second actuator of the vehicle comprises an electric machine.

14. A method of controlling by control means a hybrid electric vehicle, the method comprising:

determining a required torque split between each of a first and at least a second actuator in dependence on a first set of one or more vehicle parameters, the required torque split being an amount of torque required to be provided to drive a vehicle by each actuator, and

providing an actuator request control output to control each actuator to provide an amount of torque according to the required torque split,

the method further comprising overriding a required torque split output in dependence on a value of a second set of one or more vehicle parameters.

15. A controller for controlling a parallel-type hybrid electric vehicle, the controller being operable to control first and second actuators to deliver motive torque to drive a vehicle,

wherein, in a first control mode, the controller controls first and second actuators to drive a vehicle, and

wherein, in a second control mode, the controller controls a second actuator to drive a vehicle and controls a first actuator not to drive a vehicle,

the controller being operable, when in the second control mode, to control a speed of rotation of a first actuator to vary in a manner corresponding to a speed of rotation of a second actuator whilst the first actuator is not driving a vehicle.