Closed-loop power control for hybrid electric vehicles

• US 7,275,610 B2
• Filed: 12/02/2005
• Issued: 10/02/2007
• Est. Priority Date: 02/27/2003
• Status: Expired due to Term

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Syed, Fazal Urrahman, Kuang, Ming Lang, Smith, David Estes
• Primary Examiner(s): Ellis; Christopher P.
• Assistant Examiner(s): SWENSON, BRIAN L
• Application Number:
  US11/293,720
• Publication Number:
  US 20060070779A1
• Time in Patent Office: 669 Days
• Field of Search: 180/65.1, 180/65.2, 180/65.3, 180/65.4, 180/65.6, 701/22
• US Class Current: 180/65.265
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60L 2240/12 Speed
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/441 Speed
• CPC Class Codes: B60L 2240/443 Torque
• CPC Class Codes: B60L 2240/461 Speed
• CPC Class Codes: B60L 2240/662 Temperature
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 50/61 by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
• CPC Class Codes: B60L 58/14 Preventing excessive discharging
• CPC Class Codes: B60L 58/15 Preventing overcharging
• 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 20/00 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 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 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: Y02T 10/40 : Engine management systems
• 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: Y02T 90/16 : Information or communication technologies improving the operation of electric vehicles
• CPC Class Codes: Y10S 903/93 : Conjoint control of different elements

Abstract

A control system and control method for a hybrid electric vehicle powertrain having an engine, an electric motor and an electric generator with gearing for effecting split power distribution from separate power sources. Power delivery to vehicle traction wheels is coordinated to meet a driver'"'"'s demand for power as much as possible without violating predefined maximum and minimum powertrain limits, including the limits of the battery subsystem.

Claims

1. A method for controlling a hybrid powertrain for an automotive vehicle having a driver controlled engine, an electric motor, a battery, a generator connected to the battery and a gear system that establishes first and second power sources for distributing torque to vehicle traction wheels, the method comprising the steps of:

delivering engine torque to a first torque input element of the gear system, delivering reaction torque of the gear system to the motor and generator and delivering torque from a torque output element of the gear system to the traction wheels thereby establishing a power split in a first power source configuration;

delivering torque from the motor and generator through the gear system to the traction wheels with the engine deactivated thereby establishing a second power source configuration; and

coordinating power delivery from the first and second power sources using a closed-loop calculation of optimum actual allowed driver power demand with actual battery power as a feedback variable whereby a response to driver demand for power will optimize driveline efficiency and performance without exceeding calibrated power limits for the engine and the battery.

2. The method set forth in claim 1 including the step of braking the generator to establish a parallel mechanical torque flow path to the traction wheels with a fixed gear system speed ratio.

3. The method set forth in claim 1 including the steps of determining a driver demand for power as a function of traction wheel speed and driver torque demand;

determining whether the driver demand for power is within predetermined maximum and minimum system power limits; and

delivering battery power to the transmission gearing to complement the driver demand for power when the driver demand for power is outside the engine power limits.

4. The method set forth in claim 3 including the steps of:

determining whether a request for battery power to complement engine power is within predetermined battery power maximum and minimum limits and controlling battery power to avoid exceeding battery power limits thereby preventing the battery from overcharging or over-discharging.

5. The method as set forth in claim 3 wherein the step of determining driver demand for power includes the step of accounting for electrical losses in the powertrain whereby the effective demand for power is the sum of the driver demand for power and electrical power losses.

6. A closed-loop power control system for a powertrain for a hybrid electric vehicle comprising:

a driver controlled engine, a battery, a motor, gearing and a generator defining an electric drive system;

a planetary gear unit having a sun gear, a ring gear and a planetary carrier, the engine being connected to the carrier and the sun gear being connected to the generator;

a geared torque flow path defined by the electric drive system extending to vehicle traction wheels, a torque input element of the gearing being connected to the motor; and

a vehicle system controller for coordinating power distribution from the engine and the battery using a closed-loop calculation of optimum actual allowed driver power demand with actual battery power as a feedback variable to effect optimal powertrain performance within predefined battery power charging and discharging limits;

the vehicle system controller including means for limiting power distribution to the traction wheels, following a driver demand for power, to power values within predefined power maximum and minimum limits.

7. The control system set forth in claim 6 wherein the vehicle system controller includes means for incrementing the driver demand for power by an amount equal to electrical power losses in the driveline whereby the incremented driver demand for power is limited to the predefined maximum and minimum power limits.

8. A method for controlling a hybrid powertrain for an automotive vehicle having a driver controlled engine, an electric motor, a battery, a generator connected to the battery and a gear system that establishes first and second power sources for distributing torque to vehicle traction wheels, the method comprising the steps of:

delivering engine torque to drive the generator, the generator being electrically connected to the motor, the motor being mechanically connected to the gear system;

delivering torque from a torque output element of the gear system to the traction wheels in a first power source configuration;

delivering torque from the motor through the gear system to the traction wheels thereby establishing a second power source configuration;

coordinating power delivery from the first and second power sources using a closed-loop calculation of optimum actual allowed driver power demand with actual battery power as a feedback variable whereby a response to driver demand for power will optimize driveline efficiency and performance without exceeding power limits for the engine and the battery;

determining a driver demand for power as a function of traction wheel speed and driver torque demand;

determining whether the driver demand for power is within predetermined maximum and minimum system power limits;

delivering battery power to the transmission gearing to complement the driver demand for power when the driver demand for power is outside the engine power limits; and

determining whether a request for battery power to complement engine power is within predetermined battery power maximum and minimum limits and controlling battery power to avoid exceeding battery power limits thereby preventing the battery from overcharging or over-discharging.

9. The method as set forth in claim 8 wherein the step of determining driver demand for power includes the step of accounting for electrical losses in the powertrain whereby the effective demand for power is the sum of the driver demand for power and electrical power losses.

10. A closed-loop power control system for a powertrain for a hybrid electric vehicle comprising:

a driver controlled engine, a battery, a motor, gearing, and a generator defining an electric drive system, the engine being connected drivably to the generator;

a geared torque flow path defined by the electric drive system extending to vehicle traction wheels, a torque input element of the gearing being connected to the motor; and

a vehicle system controller for coordinating power distribution from the engine and the battery using a closed-loop calculation of optimum actual allowed driver power demand with actual battery power as a feedback variable to effect optimal powertrain performance within predefined battery power charging and discharging limits;

the vehicle system controller including means for limiting power distribution to the traction wheels, following a driver demand for power, to power values within predefined power maximum and minimum limits.

11. The control system set forth in claim 10 wherein the vehicle system controlled includes means for incrementing the driver demand for power by an amount equal to electrical power losses in the driveline whereby the incremented driver demand for power is limited to the predefined maximum and minimum power limits.

12. The closed-loop power control system set forth in claim 10 wherein the vehicle system controller includes a battery power limiter for receiving the driver demand for power and for limiting a battery power request, an engine power limiter for receiving the driver demand for power and for limiting an engine power command;

and

a closed-loop control means for developing a modified battery power desired using actual battery power as a feedback variable whereby an actual allowed driver power demand is developed.

13. The control system set forth in claim 12 wherein the vehicle system controller includes means for limiting battery power distribution to the traction wheels, following a driver demand for power, to battery power values within predefined battery power limits.

14. The control system set forth in claim 12 wherein the vehicle system controller includes means for incrementing the driver demand for power by an amount equal to electrical power losses in the powertrain.