Methods, systems, and apparatuses for driveline load management

• US 9,043,061 B2
• Filed: 01/04/2012
• Issued: 05/26/2015
• Est. Priority Date: 12/31/2010
• Status: Active Grant

• Current Assignee: Cummins Incorporated
• Original Assignee: Cummins Incorporated
• Inventors: Sujan, Vivek Anand, Andreae, Morgan MacKenzie, Books, Martin T., Wei, Xi
• Primary Examiner(s): Algahaim, Helal A
• Assistant Examiner(s): HILGENDORF, DALE W
• Application Number:
  US13/343,559
• Publication Number:
  US 20120232731A1
• Time in Patent Office: 1,238 Days
• Field of Search: 701/22, 701/53, 701/54, 701/99, 701/101, 477/3, 180/65.235, 180/165
• US Class Current: 701/22
• CPC Class Codes: B60K 6/28 characterised by the electric energy storing means, e.g. batteries or capacitors
• 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 20/12 using control strategies taking into account route information estimation or calculation of non-directly measurable driving parameters B60W40/00
• CPC Class Codes: B60W 2050/0039 of the propulsion unit
• CPC Class Codes: B60W 2050/0057 Frequency analysis, spectral techniques or transforms
• CPC Class Codes: B60W 2510/06 Combustion engines, Gas turbines
• CPC Class Codes: B60W 2510/24 Energy storage means
• CPC Class Codes: B60W 2510/244 Charge state
• CPC Class Codes: B60W 2510/248 Age of storage means
• CPC Class Codes: B60W 2556/10 Historical data
• CPC Class Codes: B60W 2556/50 of positioning data, e.g. GPS [Global Positioning System] data
• CPC Class Codes: B60W 2710/0666 Engine torque
• CPC Class Codes: B60W 2710/1005 Transmission ratio engaged
• CPC Class Codes: B60W 2710/244 Charge state
• CPC Class Codes: B60W 2720/106 Longitudinal acceleration
• CPC Class Codes: B60W 30/1882 characterised by the working point of the engine, e.g. by using engine output chart
• CPC Class Codes: B60W 50/0097 Predicting future conditions
• CPC Class Codes: B60Y 2304/00 Optimising design; Manufacturing; Testing
• CPC Class Codes: B60Y 2304/05 : Reducing production costs, e.g. by redesign
• CPC Class Codes: F02D 2200/503 : Battery correction, i.e. corrections as a function of the state of the battery, its output or its type
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y02T 10/84 : Data processing systems or methods, management, administration

Abstract

A method includes interpreting a powertrain load variation amplitude and an internal combustion engine output profile. The method further includes determining an engine output differential in response to the powertrain load variation amplitude and the internal combustion engine output profile. The method further includes providing an energy accumulator sizing parameter and/or an alternate motive power provider sizing parameter in response to the engine output differential.

Claims

1. A method, comprising:

interpreting a powertrain load variation amplitude of a powertrain of a first vehicle from duty cycle data of motive power of the powertrain and an internal combustion engine output profile of an internal combustion engine of the powertrain with a controller, wherein interpreting the powertrain load variation amplitude comprises performing a frequency component analysis of a load description of the powertrain to determine a largest load amplitude of the load description;

determining an engine output differential in response to the largest load amplitude from the powertrain load variation amplitude and the internal combustion engine output profile with the controller; and

determining, with the controller, one of an energy accumulator stored energy rating sizing parameter from the engine output differential integrated over a period of time referenced to the powertrain load variation amplitude and an alternate motive power provider power rating sizing parameter from a size of the engine output differential, wherein the one of the energy accumulator stored energy rating sizing parameter and the alternate motive power provider power rating sizing parameter determines a size of a non-combustion motive power source to be installed in a second vehicle to meet motive power demands of the second vehicle that deviate from the internal combustion engine output profile, wherein the second vehicle includes an internal combustion engine having the internal combustion engine output profile.

2. The method of claim 1, wherein the performing the frequency component analysis of the load description comprises utilizing real-time vehicle data.

3. The method of claim 2, further comprising providing the energy accumulator stored energy rating sizing parameter to an output device.

4. The method of claim 1, wherein the engine output differential comprises an engine power deficiency.

5. The method of claim 4, wherein the engine power deficiency comprises a difference between a motive power output requirement and a target engine power output.

6. The method of claim 4, wherein the engine power deficiency comprises an accumulated motive energy value.

7. The method of claim 1, wherein the first vehicle is one of a simulation, a test vehicle, and a prior generation vehicle.

8. An apparatus, comprising:

a duty cycle description module structured to interpret a powertrain load variation amplitude of a powertrain of a first vehicle from duty cycle data of motive power of the powertrain and an internal combustion engine output profile of an internal combustion engine of the powertrain, wherein the powertrain load variation amplitude comprises a largest load amplitude determined by a frequency component analysis of the duty cycle data of motive power;

an optimization opportunity module structured to determine an engine output differential in response to the largest load amplitude from the powertrain load variation amplitude and the internal combustion engine output profile; and

a hybrid planning module structured to provide one of an energy accumulator stored energy rating sizing parameter in response to the engine output differential integrated over a period of time referenced to the powertrain load variation amplitude and an alternate motive power provider power rating sizing parameter from a size of the engine output differential, wherein the one of the energy accumulator stored energy rating sizing parameter and the alternate motive power provider power rating sizing parameter determines a size of a non-combustion motive power source of a second vehicle to meet motive power demands of the second vehicle that deviate from the internal combustion engine output profile, wherein the second vehicle includes an internal combustion engine having the internal combustion engine output profile.

9. The apparatus of claim 8, wherein the optimization opportunity module is further structured to determine the engine output differential in response to a difference between a motive power output requirement and one of a target engine power output and a maximum engine power output.

10. The apparatus of claim 9, wherein the hybrid planning module is further structured to adjust the target engine power output in response to the target engine power output exceeding the motive power output requirement.

11. The apparatus of claim 9, wherein the engine output differential comprises the motive power output requirement at an operating condition where the target engine power output exceeds the motive power output requirement.

12. The apparatus of claim 8, wherein the alternate motive power provider power rating sizing parameter comprises a power rating of one of an electric motor and a hydraulic motor.

13. The apparatus of claim 8, wherein the engine output differential comprises an accumulated motive energy value.

14. The apparatus of claim 8, wherein the energy accumulation device comprises at least one device selected from the devices consisting of an electric battery, a hydraulic accumulator, a flywheel, a compressed fluid reservoir, and a hypercapacitor.

15. The apparatus of claim 8, wherein the first vehicle is one of a simulation, a test vehicle, and a prior generation vehicle.

16. A system, comprising:

a controller structured to;

interpret an internal combustion engine performance definition of an internal combustion engine of a powertrain of a first vehicle;

perform a frequency component analysis of a load description of the powertrain to interpret a powertrain load variation amplitude from duty cycle data of the powertrain, wherein the powertrain load variation amplitude includes a largest load amplitude determined by the frequency component analysis;

determine an engine output differential in response to the largest load amplitude from the powertrain load variation amplitude and the internal combustion engine performance definition; and

provide an energy accumulator stored energy rating sizing parameter in response to the engine output differential integrated over a period of time referenced to the powertrain load variation amplitude to determine a size of an energy accumulator for a second vehicle to meet motive power demands of the powertrain; and

the second vehicle motively coupled to a motive power system including an internal combustion engine having the internal combustion engine performance definition, the motive power system including a non-combustion motive power source coupled to the energy accumulator, the energy accumulator sized in response to the energy accumulator stored energy rating sizing parameter to meet motive power demands of the vehicle that deviate from the internal combustion engine performance definition.

17. The system of claim 16, wherein the motive power system includes an electric motor and wherein the energy accumulator comprises a battery.

18. The system of claim 16, wherein the load description of the motive power system comprises one of vehicle altitude data and motive power system output data.

19. The system of claim 16, wherein the controller is further structured to determine a power rating of the non-combustion motive power source in response to the engine output differential, and wherein the non-combustion motive power source is sized in response to the power rating of the non-combustion motive power source.

20. The system of claim 16, wherein the first vehicle is one of a simulation, a test vehicle, and a prior generation vehicle.