Electric power train control

• US 5,568,023 A
• Filed: 05/18/1994
• Issued: 10/22/1996
• Est. Priority Date: 05/18/1994
• Status: Expired due to Term

• Current Assignee: Beaver Aerospace And Defense, Inc.
• Original Assignee: Rosen Motors, L.P.
• Inventors: Olson, William R., Rosen, Harold A., Grayer, William
• Primary Examiner(s): Martin, David S.
• Application Number:
  US08/246,230
• Time in Patent Office: 888 Days
• Field of Search: 318/139, 318/140-158, 180/65.1-65.5, 180/301, 180/165, 60/39, 60/39.75
• US Class Current: 318/139
• CPC Class Codes: B60K 6/30 characterised by chargeable mechanical accumulators, e.g. flywheels
• CPC Class Codes: B60K 6/46 Series type
• CPC Class Codes: B60L 15/20 for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
• CPC Class Codes: B60L 15/2009 for braking
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60L 2210/40 DC to AC converters
• CPC Class Codes: B60L 2240/36 Temperature of vehicle components or parts
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/547 Voltage
• CPC Class Codes: B60L 2250/26 by pedal actuation
• CPC Class Codes: B60L 2270/12 of exhaust
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 50/30 using propulsion power stored mechanically, e.g. in fly-wheels
• CPC Class Codes: B60L 50/61 by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
• CPC Class Codes: B60L 50/90 using propulsion power supplied by specific means not covered by groups B60L50/10 - B60L50/50, e.g. by direct conversion of thermal nuclear energy into electricity
• CPC Class Codes: B60L 7/08 Controlling the braking effect B60L7/04, B60L7/06 take precedence
• CPC Class Codes: B60L 7/26 Controlling the braking effect
• 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: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y02T 10/64 : Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 : Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 : Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 : Electric energy management in electromobility
• CPC Class Codes: Y10S 903/96 : having chargeable mechanical accumulator

Abstract

In a shared process control system for a power train of a hybrid electric vehicle operating responsive to operation of an accelerator pedal and a brake pedal and including a gas turbine powering a first motor-generator, a flywheel powering a second motor-generator, and a traction third motor-generator operatively coupled for selectively driving and being driven by vehicle wheels, each of the first, the second and the third motor-generators being commonly connected to a high voltage bus via respective rectifier-inverters controlled by a single controller, the control system is operated by a method including steps for operating of accelerator pedal to produce a substantially instantaneous increase in output torque with an increase in load on the bus by the traction motor to thereby produce a voltage drop, initiating increased power output from the flywheel motor-generator in response to the voltage drop to hold up bus voltage, thereby decreasing flywheel shaft speed, and subsequently producing a proportional increase in speed of the gas turbine in response to the decreasing shaft speed to thereby cause increased flow of fuel to the gas turbine so as to permit an increase in voltage provided by the first motor generator. A method for providing compressive braking is also described.

Claims

1. A shared processor control system for a power train of a hybrid electric vehicle operating responsive to operation of an accelerator pedal and a brake pedal and including a gas turbine powering a first motor-generator, a flywheel powering a second motor-generator, and a traction third motor-generator operatively coupled for selectively driving and being driven by vehicle wheels, each of said first, said second and said third motor-generators being commonly connected to a high voltage bus via respective rectifier-inverters controlled by a single controller, said control system characterized in that operation of said accelerator pedal produces substantially instantaneous torque from said third motor-generator applied to an output shaft with proportional increased load on said bus from said traction motor thereby producing a voltage drop, said voltage drop initiating increased power output from said flywheel motor-generator to hold up said bus voltage, thereby decreasing flywheel shaft speed, said decreasing shaft speed producing a proportional increase in speed of said gas turbine to thereby cause increased flow of fuel to the gas turbine and to permit an increase in voltage provided by said first motor generator.

2. The shared processor control system as recited in claim 1, wherein said controller receives a selected one of a predetermined starting speed signal and a variable compression braking control signal generated responsive to position of said brake pedal.

3. The shared processor control system as recited in claim 2, wherein said controller receives said compression braking control signal generated responsive to position of said brake pedal for generating a turbine control signal permitting regulation of associated gas turbine speed.

4. The shared processor control system as recited in claim 1, wherein a battery is electrically coupled to the high voltage bus by a D.C.-to-D.C. converter.

5. The shared processor control system as recited in claim 1, wherein said controller forms a portion of a high speed feedback loop controlling said flywheel motor-generator and a portion of a low speed feedback loop controlling said turbine motor-generator, wherein a first delay time associated with high speed feedback loop is smaller that a second delay time associated with said low speed feedback loop.

6. The shared processor control system as recited in claim 1, wherein current provided between each of said first, said second and said third motor-generators and a respective inverter-rectifier is controlled in response to an associated control signal representing current flowing between respective motor-generator, inverter-rectifier pair.

7. The shared processor control system as recited in claim 1, wherein said controller includes a pulse width modulator controlling said inverter-rectifiers on a time-shared basis.

8. The shared processor control system as recited in claim 1, wherein said controller includes means for determining-shaft positions of said gas turbine and said flywheel so as to permit phase control of three-phase alternating voltages provided to said respective motor-generators.

9. A method for starting a gas turbine having a catalytic combustor requiring preheating included in a power train of a hybrid electric vehicle incorporating the gas turbine powering a first motor-generator, a flywheel powering a second motor-generator, and a traction third motor-generator operatively coupled for selectively driving and being driven by vehicle wheels in the event that the flywheel speed is allowed to decay to approximately zero revolutions per minute, said method comprising the steps of:

charging a direct current high voltage bus from a battery;

rotating said flywheel using said second motor generator operating in a motor mode of operation powered from said high voltage so as to convert said direct current to stored energy;

operating said second motor generator in a generator mode of operation so as to provide an energy surge suitable for powering a catalytic heater associated with said catalytic combustor; and

igniting fuel supplied to said gas turbine through a fuel control valve.

10. A method of compressively braking a power train of a hybrid electric vehicle including a gas turbine powering a first motor-generator, a flywheel powering a second motor-generator, and a traction third motor-generator operatively coupled for selectively driving and being driven by vehicle wheels, said method comprising the steps of:

selectively operating said third motor-generator in a generator mode of operation in a prolonged downhill descent mode of operation;

stopping flow of fuel to an inlet valve supplying said fuel to said gas turbine; and

operating said first motor generator in a motor mode of operation to thereby drive said gas turbine so as to dissipate energy during said downhill descent.

11. The method for controlling a shared processor control system for a power train of a hybrid electric vehicle operating responsive to operation of an accelerator pedal and a brake pedal and including a gas turbine powering a first motor-generator, a flywheel powering a second motor-generator, and a traction third motor-generator operatively coupled for selectively driving and being driven by vehicle wheels, each of the first, the second and the third motor-generators being commonly connected to a high voltage bus via respective rectifier-inverters controlled by a single controller, said method comprising steps for:

operating of accelerator pedal to produce an increased load on the bus by the traction motor to thereby produce a voltage drop;

initiating increased power output from the flywheel motor-generator in response to the voltage drop to hold up the bus voltage, thereby decreasing flywheel shaft speed; and

producing a proportional increase in speed of the gas turbine in response to the decreasing shaft speed to thereby cause increased flow of fuel to the gas turbine so as to permit an increase in voltage provided by the first motor generator.