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

• US 10,640,103 B2
• Filed: 12/14/2016
• Issued: 05/05/2020
• 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): Badii, Behrang
• Assistant Examiner(s): Greene, Daniel L
• Application Number:
  US15/378,974
• Publication Number:
  US 20180162355A1
• Time in Patent Office: 1,238 Days
• 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 6/48 Parallel 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 2210/42 Voltage source inverters
• 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 2240/507 Operating parameters
• 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 50/30 using propulsion power stored mechanically, e.g. in fly-wheels
• CPC Class Codes: B60L 58/15 Preventing overcharging
• CPC Class Codes: B60L 58/20 having different nominal voltages
• CPC Class Codes: B60L 58/22 Balancing the charge of battery modules
• CPC Class Codes: B60L 7/22 Dynamic electric resistor braking, combined with dynamic electric regenerative braking
• 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 2710/021 : Clutch engagement state
• CPC Class Codes: B60W 2710/0666 : Engine torque
• CPC Class Codes: B60W 2710/0688 : Engine temperature
• CPC Class Codes: B60W 2710/182 : Brake pressure, e.g. of fluid or between pad and disc
• CPC Class Codes: B60W 2710/30 : Auxiliary equipments
• CPC Class Codes: B60Y 2300/91 : Battery charging
• CPC Class Codes: B60Y 2400/421 : Dog type clutches or brakes
• CPC Class Codes: B60Y 2400/61 : Arrangements of controllers for electric machines, e.g. inverters
• 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 903/93 : Conjoint control of different elements

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 hybrid electric arrangement for an internal combustion engine of a vehicle having an integrated switchable coupling at a front of the engine co-axially aligned with a front end of an engine crankshaft, the integrated switchable coupling having a selectively-engageable clutch between an engine-side of the coupling coupled to the front end of the engine crankshaft and an engine accessory drive on a drive-side of the integrated switchable coupling, the drive-side of the integrated switchable coupling being arranged to transfer torque from a motor-generator laterally offset from a rotation axis of the crankshaft to the engine accessory drive and, when the integrated switchable coupling is engaged, to and from the crankshaft, comprising the acts of:

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

determining from the determined operating state a current operating priority with the front end motor-generator controller, 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 an engine operating requirement, the engine operating requirement including at least a requirement to maintain an engine operating parameter within an operating limit, the engine operating parameter including at least an engine coolant temperature, 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 hybrid electric arrangement with the front end motor-generator 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 electrical energy generating mode, an engine accessory drive torque generating mode, a supplemental engine torque generating mode, and an idle mode; and

controlling operation of the motor-generator and the integrated switchable coupling in response to commands from the front end motor-generator controller to implement the selected operating mode,

wherein the act of controlling operation of the motor-generator and the integrated switchable coupling includes placing the integrated switchable coupling into one of an engaged state in which torque is transferable between the motor-generator and the crankshaft, and a disengaged state in which the motor-generator is disengaged from the crankshaft and torque from the motor-generator is transferable to the drive-side of the integrated switchable coupling to drive the engine accessory drive to drive at least one engine accessory.

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 engine accessory is a plurality of engine accessories,

further comprising the act of:

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

the act of controlling operation of the motor-generator and the integrated switchable coupling includes disengaging the coupling, 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 engine accessory needed to meet the current operating priority.

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

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

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

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

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

5. The method of claim 2, wherein

the at least one engine accessory is a plurality of engine accessories,

further comprising the acts of:

determining after selection of the current operating priority a highest operating speed among the plurality of engine 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 and the integrated switchable coupling includes disengaging the coupling, 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 engine accessories of the plurality of engine accessories corresponding to the motor-generator speed selected in the act of controlling operation of the motor-generator;

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

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

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

7. The method of claim 2, wherein:

in the electrical energy generating mode the integrated switchable coupling is engaged, the motor-generator is controlled to generate electrical energy and the electrical energy generated by the motor-generator is stored in an energy store,

in the engine accessory drive torque generating mode the integrated switchable coupling is disengaged and electrical energy from the energy store is delivered to the motor-generator to generate torque for transfer to the drive-side portion of the integrated switchable coupling,

in the supplemental engine torque generating mode the integrated switchable coupling is engaged and electrical energy from the energy store is delivered to the motor-generator to generate torque to be transferred to the crankshaft via the drive-side portion of the integrated switchable coupling, and

in the idle mode the integrated switchable coupling is disengaged and no torque is generated by the motor-generator for transfer to the drive-side portion of the switchable coupling.

8. The method of claim 7, wherein

the motor-generator is operated in the electrical energy generating mode when charging the energy store has operating priority,

a charge state of the energy store is below a first charge state, and

a charge state of the energy store is above the first charge state and below a second charge state and the vehicle operating state is at least one of a braking state, a deceleration state and a negative torque event state.

9. The method of claim 2, wherein

the motor-generator is operated in the electrical energy generating mode when charging the energy store has operating priority,

a charge state of the energy store is below a first charge state, and

a charge state of the energy store is above the first charge state and below a second charge state and the vehicle operating state is at least one of a braking state, a deceleration state and a negative torque event state.

10. The method of claim 9, wherein

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

the second charge state is a predetermined high state of charge.

11. The method of claim 9, wherein

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

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

12. The method of claim 9, wherein

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

the charge state of the energy store is above a third charge state between the first and second charge states, and the vehicle operating state is not the braking state, the deceleration state and the negative torque event state, and

the front end motor-generator controller has not determined the integrated switchable coupling is to be engaged to permit torque transfer between the motor-generator and the crankshaft.

13. The method of claim 12, wherein

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.

14. The method of claim 12, 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.

15. The method of claim 12, wherein

the motor-generator is operated in the idle mode when a charge state of the energy store is above the third charge state, the vehicle operating state is not the braking state, the deceleration state and the negative torque event state, there is no torque demand on the motor-generator from the engine or the at least one engine accessory.

16. The method of claim 15, wherein

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.

17. The method of claim 15, 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.