Hybrid electric vehicle controller and method of controlling a hybrid electric vehicle

• US 9,428,175 B2
• Filed: 01/31/2012
• Issued: 08/30/2016
• 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
• Primary Examiner(s): Scott, Jacob S
• Assistant Examiner(s): Dang, Tinh
• Application Number:
  US13/983,230
• Publication Number:
  US 20140024492A1
• Time in Patent Office: 1,673 Days
• Field of Search: 477 3- 6, 477/72, 477/76, 477/97, 477/98, 477/182, 477/199, 477/203, 477/204, 477/208, 477209-210, 477171-172, 701/22, 701/51, 701/54, 701/65, 701 67- 68
• US Class Current: 1/1
• 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 parallel-type hybrid electric vehicle comprising:

an energy management portion (EMP) configured to determine a required torque split between each of a first actuator and a second actuator in dependence on a value of a first set of one or more vehicle parameters, wherein the first actuator comprises an engine and the second actuator comprises an electric machine, and wherein the first and second actuators are each operable to deliver torque to a driveline of the vehicle,

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 thereby to cause the first actuator to rotate when disconnected from the driveline of the vehicle in dependence on a value of a second set of one or more vehicle parameters,

wherein, in a first control mode, the controller controls the first actuator and the second actuator to drive the vehicle, wherein the controller controls a speed of rotation of the first actuator to substantially match a speed of rotation of the second actuator prior to connecting the first actuator to the driveline, and

wherein, in a second control mode, the controller is configured to control a speed of rotation of the first actuator to vary with a speed of the vehicle when the first actuator is running and disconnected from the driveline of the vehicle such that a sound generated by the first actuator varies according to vehicle speed and creates a perception that the first actuator is connected to the driveline and driving the vehicle.

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

3. The 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 the first actuator thereby to generate heat to heat a cabin.

4. The 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 the aftertreatment apparatus temperature falls below the prescribed first aftertreatment apparatus temperature threshold and the first actuator is stopped.

5. The 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 apparatus temperature threshold, wherein the first aftertreatment apparatus temperature threshold is lower than the second aftertreatment apparatus temperature threshold.

6. The 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 the coolant temperature falls below the prescribed 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. The 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 the 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. The 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 the 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.

9. The 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. The 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. The 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. The 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. The controller as claimed in claim 8, wherein the releasable torque transmitter is a clutch.

14. The controller as claimed in claim 8, wherein the controller is operable to control the releasable torque transmitter to selectively connect the first actuator to the driveline of the vehicle when the speed difference exceeds the prescribed value.

15. A method of controlling a hybrid electric vehicle, the method comprising:

determining a required torque split between each of a first actuator and 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 a driveline of the vehicle by each actuator, wherein the first actuator comprises an engine and the second actuator comprises an electric machine, 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, and, in a first mode, controlling a speed of rotation of the first actuator to substantially match a speed of rotation of the second actuator prior to connecting the first actuator to the driveline, and, in a second mode, controlling a speed of rotation of the first actuator to vary with a speed of the vehicle when the first actuator is running and disconnected from the driveline of the vehicle such that a sound generated by the first actuator varies according to vehicle speed and creates a perception that the first actuator is connected to the driveline and driving the vehicle.

16. A controller for controlling a parallel-type hybrid electric vehicle, the controller being operable to control an engine and an electric machine to deliver motive torque to a driveline of the vehicle,

wherein, in a first control mode, the controller controls the engine and the electric machine to drive the vehicle, wherein the controller controls a speed of rotation of the engine to substantially match a speed of rotation of the electric machine prior to connecting the engine to the driveline, and

wherein, in a second control mode, the controller controls the electric machine to drive the vehicle and controls the engine to be disconnected from the driveline of the vehicle,

the controller being operable, when in the second control mode, to control a speed of rotation of the engine to vary with a speed of the vehicle when the engine is running and disconnected from the driveline of the vehicle such that a sound generated by the engine varies according to the vehicle speed and creates a perception that the engine is connected to the driveline and driving the vehicle.