Front end motor-generator system and hybrid electric vehicle operating method

• US 10,543,833 B2
• Filed: 12/14/2017
• Issued: 01/28/2020
• Est. Priority Date: 12/14/2016
• Status: Active Grant

• Current Assignee: Bendix Commercial Vehicle Systems LLC (Estate of Heinz Hermann Thiele)
• Original Assignee: Bendix Commercial Vehicle Systems LLC (Estate of Heinz Hermann Thiele)
• Inventors: Colavincenzo, David, Venegas Diaz, Fernando
• Primary Examiner(s): Odeh, Nadeem
• Application Number:
  US15/842,500
• Publication Number:
  US 20180162381A1
• Time in Patent Office: 775 Days
• Field of Search: 701 22
• CPC Class Codes: B60K 6/387 Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
• CPC Class Codes: B60K 6/40 characterised by the assembly or relative disposition of components
• CPC Class Codes: B60K 6/442 Series-parallel switching type
• CPC Class Codes: B60K 6/485 Motor-assist type
• CPC Class Codes: B60L 15/2054 by controlling transmissions or clutches
• CPC Class Codes: B60L 2210/10 DC to DC converters
• CPC Class Codes: B60L 2240/36 Temperature of vehicle components or parts
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/443 Torque
• CPC Class Codes: B60L 2240/445 Temperature
• CPC Class Codes: B60L 2240/54 related to batteries
• CPC Class Codes: B60L 3/12 Recording operating variables ; Monitoring of operating variables
• CPC Class Codes: B60L 50/15 with additional electric power supply with capacitors charged by engine-driven generators B60L50/40; with batteries charged by engine-driven generators B60L50/61
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 53/14 Conductive energy transfer
• CPC Class Codes: B60L 58/15 Preventing overcharging
• 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 10/30 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 20/13 : in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
• CPC Class Codes: B60W 20/40 : Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers power-up or power-down of the driveline B60W30/192
• CPC Class Codes: B60W 2510/244 : Charge state
• CPC Class Codes: B60W 2710/0666 : Engine torque
• CPC Class Codes: B60W 2710/083 : Torque
• CPC Class Codes: B60W 2710/305 : target power to auxiliaries
• CPC Class Codes: B60Y 2300/91 : Battery charging
• CPC Class Codes: B60Y 2400/112 : Batteries
• CPC Class Codes: B60Y 2400/421 : Dog type clutches or brakes
• CPC Class Codes: B60Y 2400/424 : Friction clutches
• 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 10/92 : Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
• CPC Class Codes: Y02T 90/14 : Plug-in electric vehicles
• CPC Class Codes: Y10S 903/914 : Actuated, e.g. engaged or disengaged by electrical, hydraulic or mechanical means
• CPC Class Codes: Y10S 903/93 : Conjoint control of different elements
• CPC Class Codes: Y10S 903/951 : Assembly or relative location of components

Abstract

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft.

Claims

1. A method of operating a motor-generator accessory drive system of a vehicle, the motor-generator accessory drive system having a motor-generator, a torque transfer segment having a motor-generator end configured to receive the motor-generator and to transfer torque between the motor-generator end and an accessory drive end of the torque transfer segment, an accessory drive coupled to the accessory drive end of the torque transfer segment and arranged to be driven by the motor-generator via the torque transfer and to drive at least one accessory, an energy store configured to store electrical energy generated by the motor-generator and to deliver stored electrical energy to the motor-generator to generate torque output from the motor-generator to the torque transfer segment, an electrical energy conversion and distribution network configured to convert a current type of the electrical energy transferred between the motor-generator and the direct current from the energy store to alternating current to be supplied to the motor-generator, and a motor-generator system controller configured to control at least one of an operating speed and a torque received by the at least one accessory from the accessory drive by controlling operation of the electrical energy conversion and distribution network to control at least one of an operating speed and a torque output of the motor-generator, the method comprising the acts of:

determining with the motor-generator system controller an operating state of the vehicle based on operating state information received from at least one of a vehicle sensor and another controller of the vehicle;

determining with the motor-generator system controller from the determined operating state a current operating priority, wherein the current operating priority is one of;

meeting a safety requirement, the safety requirement including at least a requirement to maintain a vehicle system within a system operating limit,

meeting an energy store requirement, the energy store requirement including at least a requirement to maintain a state of charge of an energy store above first state of charge level,

meeting a requirement for operating the at least one accessory at an accessory speed corresponding to a peak energy efficiency of the at least one accessory, and

meeting a driver comfort requirement, the driver comfort requirement including at least a requirement to maintain a climate condition of a passenger compartment of the vehicle in a desired temperature range;

selecting an operating mode of the motor-generator accessory drive system with the motor-generator system controller based on the determined current operating priority, wherein the determined operating mode is one of a plurality of motor-generator operating modes, the plurality of motor-generator operating modes including at least one of an accessory drive torque generating mode and an idle mode; and

controlling operation of the motor-generator in response to commands from the motor-generator system controller to implement the selected operating mode.

2. The method of claim 1, wherein

the safety requirement includes at least a requirement to maintain a first amount of stored compressed air for safe operation of a pneumatic brake system of the vehicle.

3. The method of claim 2, wherein the at least one accessory is a plurality of accessories, the method further comprising the act of:

determining after the determination of the current operating priority an operating speed of one of the plurality of accessories needed to meet the current operating priority, and

the act of controlling operation of the motor-generator includes supplying electrical energy from the energy store to the motor-generator, and operating the motor-generator at a speed corresponding to the operating speed of the one of the plurality of accessories needed to meet the current operating priority.

4. The method of claim 3, further comprising the acts of:

determining operating speeds of the remaining accessories of the plurality of accessories when the accessory drive is operated at a speed corresponding to the operating speed of the one of the plurality of accessory needed to meet the current operating priority;

determining which of the remaining accessories is equipped with an individual clutch between the accessory drive and the accessory;

comparing using the motor-generator system controller the determined remaining accessory speeds to determine which of the individual clutch-equipped remaining accessories is operable at a lower individual operating speed while still meeting vehicle demands on the individual accessory; and

controlling in response to commands from the motor-generator system controller the clutches of the individual accessory clutch-equipped remaining accessories to reduce torque demand on the accessory drive by reducing the speed of the accessory clutch-equipped remaining accessories that are operable at individual speeds lower than the determined operating speeds corresponding to the operating speed of the accessory needed to meet the current operating priority.

5. The method of claim 2, wherein the at least one accessory is a plurality of accessories, the method further comprising the acts of:

determining after the determination of the current operating priority a highest operating speed among the plurality of accessories when the motor-generator is operated at a motor-generator speed sufficient to meet the current operating priority;

determining whether an accessory demand of the vehicle on the plurality of accessories requires an individual one of the plurality of accessories to be operated at an accessory speed that is greater than the highest operating speed, and

the act of controlling operation of the motor-generator includes supplying electrical energy from the energy store to the motor-generator, and operating the motor-generator at the greater of the motor-generator speed sufficient to meet the current operating priority or at a greater motor-generator speed corresponding to the greater individual accessory operating speed required to meet the vehicle accessory demand.

6. The method of claim 5, further comprising the acts of:

determining individual operating speeds of the remaining accessories of the plurality of accessories corresponding to the motor-generator speed selected in the act of controlling operation of the motor-generator;

determining which of the remaining accessories is equipped with an individual clutch between the accessory drive and the accessory;

comparing using the motor-generator system controller the determined remaining accessory speeds to determine which of the individual clutch-equipped remaining accessories is operable at a lower individual operating speed while still meeting vehicle demands on the individual accessory; and

controlling in response to commands from the front-end motor-generator controller the clutches of the individual accessory clutch-equipped remaining accessories to reduce torque demand on the accessory drive by reducing the speed of the accessory clutch-equipped remaining accessories that are operable at individual speeds lower than the determined individual accessory operating speeds.

7. The method of claim 2, wherein:

the motor-generator is operated in the accessory drive torque generating mode when

the charge state of the energy store is above a third charge state between first and second charge states,

the first charge state is a predetermined low state of charge,

the second charge state is a predetermined high state of charge, and

the third charge state is a predetermined intermediate state of charge.

8. The method of claim 7, wherein

the motor-generator is operated in the idle mode when there is no torque demand on the motor-generator from the at least one accessory.

9. The method of claim 7, wherein

the first charge state is a dynamically determined low state of charge,

the second charge state is a dynamically determined high state of charge,

the third charge state is a dynamically determined intermediate state of charge, and

the dynamically determined low state of charge, the dynamically determined high state of charge and the dynamically determined intermediate state of charge are each determined based on at least one of a health state of the energy store and an energy store environmental condition.

10. A method of operating a motor-generator accessory drive system of a vehicle, the motor-generator accessory drive system having a motor-generator, a torque transfer segment having a motor-generator end configured to receive the motor-generator and to transfer torque between the motor-generator end and an accessory drive end of the torque transfer segment, an accessory drive coupled to the accessory drive end of the torque transfer segment and arranged to be driven by the motor-generator via the torque transfer and to drive at least one accessory, and a motor-generator system controller configured to control at least one of an operating speed and a torque received by the at least one accessory from the accessory drive by controlling at least one of an operating speed and a torque output of the motor-generator, the method comprising the acts of:

determining with the motor-generator system controller an operating state of the vehicle based on operating state information received from at least one of a vehicle sensor and another controller of the vehicle;

determining with the motor-generator system controller from the determined operating state a current operating priority, wherein the current operating priority is one of;

meeting a safety requirement, the safety requirement including at least a requirement to maintain a vehicle system within a system operating limit,

meeting a requirement for operating the at least one accessory at an accessory speed corresponding to a peak energy efficiency of the at least one accessory, and

meeting a driver comfort requirement, the driver comfort requirement including at least a requirement to maintain a climate condition of a passenger compartment of the vehicle in a desired temperature range;

selecting an operating mode of the motor-generator accessory drive system with the motor-generator system controller based on the determined current operating priority, wherein the determined operating mode is one of a plurality of motor-generator operating modes, the plurality of motor-generator operating modes including at least one of an accessory drive torque generating mode and an idle mode; and

controlling operation of the motor-generator in response to commands from the motor-generator system controller to implement the selected operating mode.

11. A method of operating a motor-generator accessory drive system of a vehicle, the motor-generator accessory drive system having a motor-generator, an accessory drive arranged to receive torque generated by the motor-generator and to drive a plurality of vehicle accessories, and a motor-generator system controller configured to control at least one of an operating speed and a torque received by the plurality of accessories from the accessory drive by controlling at least one of an operating speed and a torque output of the motor-generator, the method comprising the acts of:

determining with the motor-generator system controller an operating state of the vehicle based on operating state information received from at least one of a vehicle sensor and another controller of the vehicle;

determining with the motor-generator system controller from the determined operating state a current accessory operating priority, wherein the current accessory operating priority is one of;

meeting a safety requirement, the safety requirement including at least a requirement to maintain a vehicle system that depends on operation of one of the plurality of accessories within a system operating limit,

meeting a requirement for operating the plurality of accessories at an accessory drive speed corresponding to either a peak energy efficiency of at least one of the plurality of accessories or a peak energy efficiency of the overall motor-generator accessory drive, and

meeting a driver comfort requirement, the driver comfort requirement including at least a requirement to maintain a climate condition of a passenger compartment of the vehicle in a desired temperature range using at least one of the plurality of accessories;

determining after the determination of the current accessory operating priority an operating speed of the one accessory of the plurality of accessories needed to meet the current accessory operating priority; and

controlling operation of the motor-generator in response to commands from the motor-generator system controller to operate the motor-generator at a speed corresponding to the operating speed of the one accessory of the plurality of accessories needed to meet the current accessory operating priority.

12. The method of claim 11, further comprising the acts of:

determining operating speeds of the remaining accessories of the plurality of accessories when the accessory drive is operated at a speed corresponding to the operating speed of the one accessory of the plurality of accessories needed to meet the current accessory operating priority;

determining which of the remaining accessories is equipped with an individual clutch between the accessory drive and the accessory;

comparing using the motor-generator system controller the determined remaining accessory speeds to determine which of the individual clutch-equipped remaining accessories is operable at a lower individual operating speed while still meeting vehicle demands on the individual remaining accessory; and

controlling in response to commands from the motor-generator system controller the individual clutches of the individual accessory clutch-equipped remaining accessories to reduce torque demand on the accessory drive by modulating individual accessory clutch engagement.

13. The method of claim 12, further comprising the acts of:

determining after the determination of the current accessory operating priority a highest operating speed among the plurality of accessories when the motor-generator is operated at a motor-generator speed sufficient to meet the current accessory operating priority; and

determining whether an accessory demand of the vehicle on the plurality of accessories requires an individual one of the plurality of accessories to be operated at an accessory speed that is greater than the highest operating speed of the plurality of accessories when the motor-generator is operated at the speed sufficient to meet the current operating priority,

wherein the act of controlling operation of the motor-generator includes operating the motor-generator at the greater of the motor-generator speed sufficient to meet the current operating priority, or the motor-generator speed corresponding to the greater individual accessory operating speed required to meet the vehicle accessory demand.