U.S. patent application number 13/627588 was filed with the patent office on 2014-08-07 for system, method, and apparatus for controlling power output distribution in a hybrid power train.
This patent application is currently assigned to CUMMINS INC.. The applicant listed for this patent is CUMMINS INC.. Invention is credited to Martin T. Books, Patrick O. Djan-Sampson, Praveen Muralidhar, Vivek Anand Sujan.
Application Number | 20140222264 13/627588 |
Document ID | / |
Family ID | 46507700 |
Filed Date | 2014-08-07 |
United States Patent
Application |
20140222264 |
Kind Code |
A9 |
Sujan; Vivek Anand ; et
al. |
August 7, 2014 |
SYSTEM, METHOD, AND APPARATUS FOR CONTROLLING POWER OUTPUT
DISTRIBUTION IN A HYBRID POWER TRAIN
Abstract
A method includes operating a hybrid power train having an
internal combustion engine and an electrical torque provider. The
method further includes determining a machine power demand and an
audible noise limit value for the internal combustion engine. The
method includes determining a power division description in
response to the machine power demand and the audible noise limit
value, and operating the internal combustion engine and the
electrical torque provider in response to the power division
description.
Inventors: |
Sujan; Vivek Anand;
(Columbus, IN) ; Books; Martin T.; (Columbus,
IN) ; Djan-Sampson; Patrick O.; (Columbus, IN)
; Muralidhar; Praveen; (Greenwood, IN) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
CUMMINS INC. |
Columbus |
IN |
US |
|
|
Assignee: |
CUMMINS INC.
Columbus
IN
|
Prior
Publication: |
|
Document Identifier |
Publication Date |
|
US 20130184914 A1 |
July 18, 2013 |
|
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Family ID: |
46507700 |
Appl. No.: |
13/627588 |
Filed: |
September 26, 2012 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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13350728 |
Jan 13, 2012 |
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13627588 |
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61432324 |
Jan 13, 2011 |
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Current U.S.
Class: |
701/22 ;
180/65.23; 180/65.265; 903/930 |
Current CPC
Class: |
B60W 20/10 20130101;
B60W 30/192 20130101; B60W 2510/0633 20130101; B60W 2710/021
20130101; Y10S 903/93 20130101; B60K 6/442 20130101; B60W 20/14
20160101; Y10T 477/26 20150115; B60W 10/08 20130101; B60W 2710/086
20130101; Y02T 10/6286 20130101; B60W 2510/081 20130101; B60W
2710/244 20130101; B60W 30/18127 20130101; B60W 10/06 20130101;
B60W 2510/244 20130101; Y02T 10/40 20130101; B60W 10/26 20130101;
B60W 2510/248 20130101; Y02T 10/48 20130101; B60W 20/40 20130101;
B60W 2510/083 20130101; Y02T 10/62 20130101; Y10T 477/23 20150115;
B60W 2510/1005 20130101; B60W 2530/10 20130101; B60W 20/20
20130101; B60W 2710/248 20130101; Y02T 10/6234 20130101; Y02T 10/84
20130101; B60W 30/1882 20130101; B60W 2510/246 20130101; B60W
2520/10 20130101; B60W 2530/00 20130101; B60W 2050/0056 20130101;
B60W 2510/068 20130101; B60W 30/18136 20130101; B60W 2510/305
20130101; B60W 2710/0677 20130101; B60W 30/188 20130101; B60W
2510/0638 20130101; B60W 2510/0657 20130101; B60W 2540/12 20130101;
B60K 6/387 20130101; B60W 10/02 20130101; B60W 2050/001 20130101;
B60W 2050/0008 20130101 |
Class at
Publication: |
701/22 ;
180/65.23; 180/65.265; 903/930 |
International
Class: |
B60W 20/00 20060101
B60W020/00; B60W 10/02 20060101 B60W010/02; B60W 10/08 20060101
B60W010/08; B60K 6/442 20071001 B60K006/442; B60W 10/06 20060101
B60W010/06 |
Claims
1.-122. (canceled)
123. A method, comprising, operating a hybrid power train including
an internal combustion engine and at least one electrical torque
provider; determining a machine power demand; determining an
audible noise limit value for the internal combustion engine; in
response to the machine power demand and the audible noise limit
value, determining a power division description; and in response to
the power division description, operating the internal combustion
engine and the at least one electrical torque provider.
124. The method of claim 123, further comprising interpreting a
noise input signal, and wherein determining the audible noise limit
value is in response to the noise input signal.
125. The method of claim 124, wherein the noise input signal is
provided by a user input.
126. The method of claim 124, wherein the noise input signal is in
response to a vehicle being in a reverse gear.
127. The method of claim 123, wherein the audible noise limit value
comprises one of a maximum noise level and a minimum noise
level.
128. The method of claim 123, wherein determining the power
division in response to the audible noise limit comprises limiting
a rate of change of engine power output.
129. The method of claim 123, further comprising determining an
audible noise rate limit value for the internal combustion engine,
and adjusting the power division description in response to the
audible noise rate limit value.
130.-207. (canceled)
208. A method, comprising: determining a machine shaft torque
demand and a machine shaft speed; in response to the machine shaft
torque demand and the machine shaft speed, determining a machine
power demand; in response to determining the machine shaft speed is
zero and the machine shaft torque demand is greater than zero,
adjusting the machine power demand to a non-zero value; determining
a power division description between an internal combustion engine
and at least one electrical torque provider; and operating the
internal combustion engine and the at least one electrical torque
provider in response to the power division description.
209. The method of claim 208, further comprising determining an
engine cost function comprising engine operating cost as a function
of engine power output, an electrical cost function comprising
electrical torque provider operating cost as a function of the
electrical torque provider power output, and where the determining
the power division description is in response to the engine cost
function and the electrical cost function.
210. The method of claim 209, wherein the electrical cost function
includes an efficiency of corresponding power electronics, the
corresponding power electronics interposed between the electrical
torque provider and an electrical energy storage device.
211. The method of claim 209, wherein the electrical cost function
includes a generating operating region, and wherein the electrical
cost function further includes an efficiency of electrical energy
storage and recovery.
212. The method of claim 209, further comprising determining a
second electrical cost function comprising a second electrical
torque provider operating cost as a function of a second electrical
torque provider power output, where the determining the power
division description is further in response to the engine cost
function, the electrical cost function, and the second electrical
cost function.
213. The method of claim 212, wherein the second electrical cost
function includes an efficiency of corresponding second power
electronics, the corresponding second power electronics interposed
between the second electrical torque provider and the electrical
energy storage device.
214. The method of claim 212, wherein the second electrical cost
function includes a generating operating region, and wherein the
second electrical cost function further includes a second
efficiency of electrical energy storage and recovery corresponding
to the second electrical torque provider and the second power
electronics.
215. The method of claim 212, further comprising: in a first
operating mode, disengaging a clutch between the internal
combustion engine and the first electrical torque provider, and
providing all of the machine power demand with the first electrical
torque provider; in a second operating mode, engaging the clutch
between the internal combustion engine and the first electrical
torque provider and providing all of the machine power demand with
the internal combustion engine; in a third operating mode, engaging
the clutch between the internal combustion engine and the first
electrical torque provider and dividing the machine power demand
between the internal combustion engine and the first electrical
torque provider; in a fourth operating mode, engaging the clutch
between the internal combustion engine and the first electrical
torque provider and dividing the power between the internal
combustion engine and the second electrical torque provider; in a
fifth operating mode, engaging the clutch between the internal
combustion engine and the first electrical torque provider and
dividing the power between the first electrical torque provider and
the second electrical torque provider; and in a sixth operating
mode, engaging the clutch between the internal combustion engine
and the first electrical torque provider and dividing the power
between the internal combustion engine, the first electrical torque
provider, and the second electrical torque provider.
216. The method of claim 209, further comprising determining a cost
disposition parameter, and wherein determining each of the cost
functions comprises determining each cost function in response to
the cost disposition parameter and a plurality of corresponding
cost functions.
217. The method of claim 216, wherein the cost disposition
parameter comprises one of a duty cycle category and a drive route
parameter.
218. The method of claim 216, wherein determining each cost
function in response to the cost disposition parameter and a
plurality of corresponding cost functions comprises one of:
selecting one of the corresponding cost functions; and
interpolating between two proximate cost functions from the
corresponding cost functions.
219. The method of claim 208, further comprising adjusting the
power division description in response to an electrical storage
device state-of-charge.
220. The method of claim 209, further comprising determining the
electrical cost function comprising the electrical torque provider
operating cost as a function of the electrical torque provider
power output and an electrical energy storage device
state-of-charge.
221. The method of claim 212, further comprising: determining the
electrical cost function comprising the electrical torque provider
operating cost as a function of the electrical torque provider
power output and an electrical energy storage device
state-of-charge; and determining the second electrical cost
function comprising the second electrical torque provider operating
cost as a function of the second electrical torque provider power
output and the electrical energy storage device
state-of-charge.
222. The method of claim 208, further comprising determining a
vehicle speed, and determining the power division description in
response to the machine power demand and the vehicle speed.
223. The method of claim 222, further comprising determining a
plurality of nominal power division descriptions as a
two-dimensional function of the vehicle speed and the machine power
demand, where the determining the power division description
further comprises a lookup operation utilizing the plurality of
nominal power division descriptions.
224. The method of claim 223, further comprising determining the
power division description between the internal combustion engine,
a first electrical torque provider, and a second electrical torque
provider.
225. The method of claim 224, further comprising, in response to
determining that the second electrical torque provider provides the
entire machine torque demand: disengaging a clutch positioned
between the internal combustion engine and the second electrical
torque provider.
226. The method of claim 209, wherein the engine cost function
further includes an emissions cost.
227. The method of claim 226, wherein the engine cost function
further includes a second emissions cost.
228. The method of claim 226, wherein the engine cost function
further includes a secondary effect cost, wherein the secondary
effect is selected from the effects consisting of: an incremental
life loss of an aftertreatment component and an incremental
regeneration cost of the aftertreatment component.
229. The method of claim 226, wherein the emissions cost includes a
discontinuity.
230. The method of claim 208, wherein the machine power demand is
negative.
231. The method of claim 230, wherein the power division
description includes an engine braking target power value.
Description
RELATED APPLICATIONS
[0001] The present application is a continuation of U.S. patent
application Ser. No. 13/350,728 entitled SYSTEM, METHOD, AND
APPARATUS FOR CONTROLLING POWER OUTPUT DISTRIBUTION IN A HYBRID
POWER TRAIN, filed on Jan. 13, 2012 which claims the benefit of
U.S. Provisional patent application 61/432,324 entitled SYSTEM,
METHOD, AND APPARATUS FOR CONTROLLING POWER OUTPUT DISTRIBUTION IN
A HYBRID POWER TRAIN, filed Jan. 13, 2011, each of which is
incorporated herein by reference.
BACKGROUND
[0002] The technical field generally relates to hybrid power train
systems, and more particularly but not exclusively relates to
control of hybrid power train systems operating in a motor vehicle.
The introduction of two or more power sources into a power train
introduces the possibility of selecting the power source for the
load according to which power source is presently at a more optimal
operating condition. For example, during a transient load
situation, an electric motor may respond more optimally than an
internal combustion engine, and the opportunity for the electric
motor to manage the transient portion of the load is introduced.
However, selecting the device that is more optimal under the
present conditions, without considering future operating
conditions, introduces the possibility of reaching a system
limit--for example running a battery out of charge.
[0003] Additionally, certain operations may reduce the service life
of components in the system, such as behaviors to save fuel economy
that result in rapid cycling of battery charge. Further, the
increased number of devices in the system includes an increased
number of constraints for those devices that must be considered
when coordinating devices to meet the desired output. Certain
devices may not be available for full output in certain operating
conditions, for example as an electric motor is heated the maximum
power output becomes limited.
[0004] The optimal operating decisions for the devices also depend
upon the duty cycle and operating conditions corresponding to a
particular application. In addition, when a component in the system
is failed or has a fault, the optimal operating decisions may be
significantly different than when all components are operating
correctly, but the determination of the new optimum remains
complex. Further, a change in a component due to normal usage over
time may alter the behaviors that are optimal. For example, if an
aged aftertreatment catalyst requires more frequent regeneration
events, or the maximum state-of-charge of an aged battery is lower
than in a new battery, the optimal behaviors of the hybrid power
train may change over time.
[0005] Therefore, further technological developments are desirable
in this area.
SUMMARY
[0006] One embodiment is a unique system, apparatus, and method for
controlling a hybrid power train. Other embodiments include unique
methods, systems, and apparatus to calibrate and utilize a hybrid
power train controller. Further embodiments, forms, objects,
features, advantages, aspects, and benefits shall become apparent
from the following description and drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0007] FIG. 1 is a schematic diagram of a hybrid power train
architecture selectable between a series configuration and a
parallel configuration.
[0008] FIG. 2 is a schematic illustration of mechanical and
electrical connections within an example hybrid power train,
including vehicle dynamics.
[0009] FIG. 3 illustrates an example relationship between a vehicle
speed and a state-of-charge (SOC) target, including a high and low
SOC target boundary.
[0010] FIG. 4 is an illustration of an SOC target as a function of
a storage device state-of-health (SOH).
[0011] FIG. 5 provides an illustration of example energy storage
device constraints and parameters, as a function of the SOC and SOH
of the energy storage device.
[0012] FIG. 6 is a depiction of considerations to determine
electrical limits in a hybrid power train.
[0013] FIGS. 7 and 8 depict an exemplary calculation for a
propulsion electrical power limit.
[0014] FIGS. 9 and 10 depict an exemplary calculation for a
regeneration electrical power limit.
[0015] FIG. 11 depicts an illustrative time line for engine start
and stop operations in a hybrid power train.
[0016] FIG. 12 is a schematic flow diagram of an operation to start
an engine of a hybrid power train.
[0017] FIG. 13 is a schematic flow diagram of an operation to
determine whether a predictive startup of an engine is
indicated.
[0018] FIG. 14 is a schematic flow diagram of an operation to
determine whether a rate of change of a SOC indicates a startup of
an engine.
[0019] FIG. 15 is a description of an operation to determine
whether a change in power demand indicates an engine start.
[0020] FIG. 16 is a schematic flow diagram of an operation to
determine whether a second electrical torque provider predictive
limit indicates a startup of an engine.
[0021] FIG. 17 is a description of a rule-based controller
operation.
[0022] FIG. 18 is a schematic diagram of a rule-based controller
operation.
[0023] FIG. 19 is a schematic diagram of a rule-based controller to
operate a clutch.
[0024] FIGS. 20-26 depict an example basic cost optimization
function for a system including a hybrid power train.
[0025] FIG. 27 is an illustration of a number of efficiency
functions provided as a function of operating conditions including
machine shaft speed and/or output power.
[0026] FIGS. 28 through 32 depict an illustrative embodiment for
capturing the results of an analysis using an exemplary basic cost
optimization function into a controller usable data set, and
operating a run-time controller in response to the controller
usable data set.
[0027] FIG. 33 depicts an example operation to determine a .lamda.
value to provide a variable system response to a SOC offset.
[0028] FIG. 34 depicts another example operation to determine a
.lamda. value to provide a variable system response to a SOC
offset.
[0029] FIG. 35 depicts another example operation to determine a
.lamda. value to provide a variable system response to a SOC
offset.
[0030] FIG. 36 depicts another example operation to determine a
.lamda. value to provide a variable system response to a SOC
offset.
[0031] FIG. 37 through 43 depict an example operation to generate a
controller calibration matrix.
[0032] FIG. 44 illustrates an example controller rule-based
run-time logic.
[0033] FIG. 45 is a schematic flow diagram of an operation to
select a rules based controller or an optimizing controller.
[0034] FIG. 46 is a schematic flow diagram of an operation to
operate an optimizing controller.
[0035] FIG. 47 is an illustration of operations for an optimizing
controller.
[0036] FIG. 48 is a schematic illustration of example clutch
operations.
[0037] FIG. 49 is another schematic illustration of example clutch
operations.
DESCRIPTION OF THE ILLUSTRATIVE EMBODIMENTS
[0038] For the purposes of promoting an understanding of the
principles of the invention, reference will now be made to the
embodiments illustrated in the drawings and specific language will
be used to describe the same. It will nevertheless be understood
that no limitation of the scope of the invention is thereby
intended, any alterations and further modifications in the
illustrated embodiments, and any further applications of the
principles of the invention as illustrated therein as would
normally occur to one skilled in the art to which the invention
relates are contemplated herein.
[0039] Certain descriptions herein include a controller structured
to perform various operations. In certain embodiments, the
controller forms a portion of a processing subsystem including one
or more computing devices having memory, processing, and
communication hardware. The controller may be a single device or a
distributed device, and the functions of the controller may be
performed by hardware or software.
[0040] In certain embodiments, a controller includes one or more
modules structured to functionally execute the operations of the
controller. The description herein including modules emphasizes the
structural independence of the aspects of the controller, and
illustrates one grouping of operations and responsibilities of the
controller. Other groupings that execute similar overall operations
are understood within the scope of the present application. Modules
may be implemented in hardware and/or software on computer readable
medium, and modules may be distributed across various hardware or
software components.
[0041] Certain operations described herein include an interpreting
operation. Interpreting, as utilized herein, includes receiving
values by any method known in the art, including at least receiving
values from a datalink or network communication, receiving an
electronic signal (e.g. a voltage, frequency, current, or PWM
signal) indicative of the value, receiving a software parameter
indicative of the value, reading the value from a memory location
on a computer readable medium, receiving the value as a run-time
parameter by any means known in the art, and/or by receiving a
value by which the interpreted parameter can be calculated, and/or
by referencing a default value that is interpreted to be the
parameter value.
[0042] Certain descriptions herein include methods, techniques,
and/or procedures including operational descriptions. Operations
described are understood to be exemplary only, and operations may
be combined or divided, and added or removed, as well as re-ordered
in whole or part, unless stated explicitly to the contrary herein.
Certain operations described may be implemented by a computer
executing a computer program product on a computer readable medium,
where the computer program product comprises instructions causing
the computer to execute one or more of the operations, or to issue
commands to other devices to execute one or more of the
operations.
[0043] FIG. 1 is a schematic diagram of a hybrid power train
architecture 100 selectable between a series configuration and a
parallel configuration. The architecture 100 includes clutch 108
positioned between a first shaft mechanically coupled to a first
electrical torque provider 104 (or, electrical torque device, or
ETD), and a second shaft mechanically coupled to an engine and to a
second electrical torque provider 106. Each of the electrical
torque providers 104, 106 is electronically coupled to one or more
electrical storage devices (e.g. a battery, hypercapacitor, etc.).
In certain embodiments, power electronics 118, 120 are positioned
between each electrical torque device and the electrical storage,
for example to convert voltages, rectify electrical power, etc.
[0044] The first shaft 110 is mechanically coupled to a load 114.
Any load 114 known in the art is contemplated herein, including at
least a vehicle drive wheel, a motor/generator, a generator/motor,
an engine (e.g. a hydraulic engine), a WER motor, etc. The load 114
may include a transmission, additional gearing or differentials, a
driveline, machine shafts, etc. In a first position, the open
clutch 108 provides the system as a series drive system. The first
electrical torque provider 104 can draw power from the electrical
storage device 116 and power the load 114, while the engine 102 can
recharge the electrical storage device 116 through the second
electrical torque device 106 as required. In a second position, the
closed clutch 108 provides the system as a parallel drive system.
The engine 102 and second electrical torque device 106 are
mechanically coupled to the load. Either of the electrical torque
devices 106, 104 can de-couple from the shafts, for example through
an internal clutch or by de-magnetizing internal windings, allowing
the engine 102 to power the load 114, and/or the electrical torque
devices 106, 104 can add or subtract torque from the shafts 110,
112 to provide motive power or to regenerate the electrical storage
device 116. The architecture 100 is an example, and any system that
operates in series, parallel, selectably series-parallel, and/or
other hybrid configurations having two different load driving
torque providers are contemplated herein.
[0045] Referencing FIG. 2, a schematic illustration of an system
200 of mechanical and electrical connections within an example
hybrid power train. The system 200 includes an engine 102 coupled
to a starter 202 and to a second electrical torque provider 106.
The system 200 includes mechanical accessories 204 coupled to the
engine 102 and to the second electrical torque provider 106.
Mechanical accessories 204 may be selectively driveable by the
engine 102 and/or second electrical torque provider 106, and/or may
alternatively be selectively driven electrically. The system 200
further includes a hybrid clutch 108 that couples the engine 102
and the second electrical torque provider 106 to a transmission
210.
[0046] The system further includes a first electrical torque
provider 104, which in the example is coupled to the transmission
210. In certain embodiments, the system 200 includes electrical
accessories 208, which may be distinct devices from or at least
partially shared devices with the mechanical accessories 204. The
electrical accessories 208 are coupled via power electronics to a
battery 116 (or other electrical energy storage device(s)). In
certain embodiments, the system 200 includes a final drive 212
coupled to the transmission 210, such as a rear axle gear and/or a
differential, a wheel 214 coupled to the final drive 212, and/or
vehicle dynamics 216 that affect the transfer of power (and/or
torque) between the transmission 210 and the final motion of the
vehicle or load.
[0047] FIG. 3 illustrates an example relationship 300 between a
vehicle speed and a state-of-charge (SOC) target 306. The example
includes a high SOC target boundary 302 and a low SOC target
boundary 304. The example relationship 300 is non-limiting. In
certain embodiments, the shape of the SOC target 306 may depend
upon the characteristics of the battery, the weight of the vehicle,
and/or the internal friction values of the vehicle. Information
such as the SOC target 306 may be readily determined, such as by
operating a vehicle of a selected weight between selected starting
and stopping speed ranges, and determining an amount of charge
restored to the battery 116 during deceleration operations from
each of the varying speed ranges.
[0048] FIG. 4 is an illustration 400 of an SOC target 412 as a
function of a storage device state-of-health (SOH) 402. The
illustration 400 shows a first relationship 406 that enforces an
increasing SOC target with a strong battery (e.g. high SOH). The
relationship 406 is an example, and can be determined according to
selected criteria for the specific application, including a
relationship where a degrading SOH may indicate that a higher SOC
target is appropriate. In certain embodiments, a relationship 408
of the SOC target with vehicle speed 404 is combined with the
relationship 406 to determine the final SOC target 412. The example
illustration 400 demonstrates each relationship 406, 408 providing
a factor for the final SOC target 412, and a multiplier operation
410 between the factors 406, 408 to provide the final SOC target
412.
[0049] Other exemplary factors that may affect the final SOC target
412, in certain embodiments, include temperature (of the battery,
ambient, etc.), deviation from SOC, and/or cost impact to respond
to charge/discharge under present conditions. The relationships
406, 408 illustrated are exemplary. The multiplier operation 410 is
exemplary, and other combining operations may be utilized.
[0050] FIG. 5 provides an illustration 500 of example energy
storage device constraints and parameters, as a function of the SOC
and SOH of the energy storage device. Example parameters to provide
constrains on SOC limits include a maximum discharge power limit
502 (for example implemented as a present SOC limit that enforces
the discharge rate from the battery), a maximum charge power limit
504. The maximum discharge power limit 502 is used to determine an
energy storage discharge limit 524, and the maximum charge power
limit 504 is used to determine an energy storage charge limit 526.
In certain embodiments, a current SOC 510 is utilized in a function
518 to determine a present energy storage conversion efficiency
528. In certain embodiments, a maximum SOC limit 506 is utilized in
conjunction with a current SOH 512, for example to determine an
energy storage SOC upper limit 530. In certain embodiments, a
minimum SOC limit 508 is utilized with a current SOH 512 to
determine an energy storage SOC lower limit 532. The relationships
in the illustration are exemplary and non-limiting, and are readily
determined by one of skill in the art contemplating a particular
system. The relationships in the illustration 500 are usable, in
one example, to determine feasibility of particular calibration
values or of various planned control behaviors.
[0051] FIG. 6 is a depiction of considerations 600 to determine
electrical limits in a hybrid power train. Based on the amount of
power available on the electric bus via the operations of ETD2
(e.g. a second electrical torque provider), storage, and the
Accessories, the efficiencies of the battery providing power, of
the electrical torque devices providing power, the efficiencies of
the engine powering the electrical side (e.g including internal
engine friction, etc.), the motoring or regeneration constraints
for first electrical torque device are computed. The maximum
motoring or regeneration of the first electrical torque device can
be utilized to determine the feasibility of particular calibration
values or of various planned control behaviors. In the example,
.eta..sub.pe1 and .eta..sub.pe2 are the power conversion
efficiencies of the power electronics (not shown) positioned
between the storage device and the respective electrical torque
devices, and .eta..sub.esp is the conversion efficiency (e.g.
chemical-electrical for a battery) of the electrical storage pack
(or the electrical energy storage device) such as the battery.
[0052] FIGS. 7 and 8 depict an exemplary calculation 700 for a
propulsion electrical power limit. The calculations 700 illustrated
are examples and non-limiting. The calculations 700 utilize the
available conversion efficiency information to determine the
available power for propulsion from the first and second electrical
torque providers. FIGS. 9 and 10 depict exemplary calculations 800
for a regeneration power limit. The calculations 800 illustrated
are examples and non-limiting. The calculations 800 utilize the
available conversion efficiency information to determine the
available power for regenerating from the first and second
electrical torque providers.
[0053] FIG. 11 depicts an illustrative time line for engine start
and stop operations in a hybrid power train. The first curve 1102
depicts example engine on request values. The second curve 1104
depicts an engine start power command to the second electrical
torque provider. The third curve 1106 depicts the engine speed, and
the fourth curve 1108 depicts the state of the engine with regard
to being considered in a running state and/or fueling.
[0054] In the example 1100, a startup delay is implemented after
the engine is commanded ON and before the second electrical torque
provider actively powers the engine. When the engine speed reaches
a specified value, the engine begins self-operation and the power
from the second electrical torque provider to the engine ramps off.
After the engine is commanded to the off state, a stop delay is
implemented before the engine is shut down.
[0055] FIG. 12 is a schematic flow diagram of an procedure 1200 to
start an engine of a hybrid power train. The procedure 1200
includes an operation 1202 to determine whether a SOC of the
battery indicates an engine start is desired. In response to the
operation 1202 being YES, the procedure 1200 includes an operation
1206 to command the engine start. In response to the operation 1202
being NO, the procedure 1200 includes an operation 1204 to
determine whether the current power demand indicates that an engine
start is desired. In response to the operation 1204 being YES, the
procedure 1200 includes an operation 1206 to command the engine
start. In response to the operation 1204 being NO, the procedure
1200 further includes an operation 1208 to determine whether a
predictive startup indicates an engine start. In response to the
operation 1208 being YES, the procedure 1200 includes an operation
1206 to command the engine start.
[0056] FIG. 13 is a schematic flow diagram of an operation 1208 to
determine whether a predictive startup of an engine is indicated.
The example operation includes an operation 1302 to determine
whether a time derivative (or other time based rate of change) of
the SOC of the electrical storage device indicates that an engine
start is indicated. In response to the operation 1302 being YES,
the operation 1208 determines at operation 1306 that a predictive
startup indication is YES. In response to the operation 1302 being
NO, the operation 1208 includes an operation 1304 to determine
whether a time rate of change of the hybrid power train power
output indicates an engine start. In response to the operation 1304
being YES, the operation 1208 determines at the operation 1306 that
a predictive startup indication is YES. In response to the
operation 1304 being NO, the operation 1208 includes an operation
1308 to determine whether an electrical torque provider predictive
limit indicates an engine start. The operation 1308 includes, for
example, determining that a capability of the electrical torque
provider to start the engine is reducing with time, and that the
system may soon encounter an operating condition where the
electrical torque provider will not have the capability to start
the engine. In response to the operation 1308 being YES, the
operation 1208 determines that a predictive startup indication is
YES, in response to the operation 1308 being NO, the operation 1208
determines at operation 1310 that a predictive startup indication
is NO.
[0057] FIG. 14 is a schematic flow diagram of an operation 1202 to
determine whether a rate of change of a SOC indicates a startup of
an engine. The operation 1202 includes an operation 1402 to
determine a time rate of change of the SOC, and an operation 1404
to determine a total usable storage capacity of the electrical
storage device. The operation 1202 further includes an operation
1406 to determine a ratio of the time rate of change to the total
usable storage capacity. In a first example, the operation 1202
includes an operation 1408 to determine if the ratio from 1406
exceeds a threshold value, and YES provides the operation 1412 to
indicate an engine start. A NO provides the operation 1410 to
indicate that an engine start is not indicated in response to the
time rate of change of the SOC. In a second example, the operation
1202 includes an operation 1414 to multiply the ratio from 1406 by
a predetermined value, and an operation 1416 determine whether a
current SOC exceeds the sum of the product from 1414 and a minimum
allowable SOC. A determination of YES from operation 1416 indicates
an engine start.
[0058] In certain embodiments of the operation 1202, the
.delta.SOC/.delta.t is filtered and/or rate limited, the thresholds
of 1408, 1416 are adjusted according to a current SOH of the
electrical storage device, a hysteresis is applied to the
thresholds of the operation 1408, 1416 (e.g. to prevent start
request toggling of the engine), and/or the multiplying in
operation 1414 can be replaced with other mathematical operations,
such as raising the ratio to a predetermined power.
[0059] FIG. 15 is a description of an operation 1500 to determine
whether a change in power demand indicates an engine start. In
certain embodiments, the operation 1500 may be utilized in the
procedure 1204.
[0060] The example operation 1500 includes a first option 1502,
where the rate of change of the power demand is normalized, for
example to a 0-1 value, by the described operation or any other
method. The option 1502 includes raising the converted rate of
change op power to a predetermined value, multiplying the result by
a maximum power capability of the first electrical torque device,
and subtracting the result from the maximum power capability of the
first electrical torque device. If the current power demand is
greater than the result, an engine start is indicated.
[0061] The operation 1500 includes an additional or alternative
option 1504, which includes determining a normalized value from 0-1
from the rate of change of the power demand, determining a power
threshold from the normalized value and a maximum power capability
of the first electrical torque device, and indicating an engine
start of the current power demand exceeds the power threshold. In
certain embodiments, the rate of change of the power demand may be
filtered or rate limited, and/or a hysteresis value may be applied
to the power demand thresholds which indicate engine starting and
stopping.
[0062] FIG. 16 is a schematic flow diagram of an operation 1600 to
determine whether a second electrical torque provider predictive
limit indicates a startup of an engine. In certain embodiments, the
operations 1600 may be utilized in a procedure 1200.
[0063] The operation 1600 includes an operation 1602 to determine a
current second electrical torque provider propulsion power limit
(e.g. available power that is not required to operate accessories,
etc.), and operation 1604 to determine whether the current second
electrical torque provider propulsion power limit has fallen below
a threshold. If the operation 1604 is YES, then the operation 1608
sets the predictive limit engine start to YES, and if the operation
1604 is NO, then the operation 1606 sets the predictive limit
engine start to NO.
[0064] In certain additional or alternative embodiments, a
hysteresis value is applied to the threshold, e.g. to prevent
request toggling. In certain embodiments, the rate of change of the
second electrical torque provider propulsion limit with time, the
rate of change of the propulsion limit to the relative magnitude of
the current propulsion limit and/or to the relative magnitude of
the maximum propulsion limit may be utilized to set the engine
predictive start value. Other values that may be utilized to set
the engine predictive start value include the rate of change of the
second electrical torque provider propulsion limit with time
relative to the machine power demand, a threshold power limit
determined from the machine power demand and an incremental power
required for engine start, and/or a threshold power limit from a
calibration based on engine size and/or other starting effort
indicator.
[0065] FIG. 17 is a description of a rule-based controller
operation 1700. In certain embodiments, the rule-based controller
operation 1700 is utilized when machine power demand is greater
than zero. In the described operations, the ETD1 is a first
electrical torque provider, and the ETD2 is a second electrical
torque provider. The engaged clutch logic may be substituted with
parallel operation of the hybrid power train, and the disengaged
clutch logic may be substituted with series operation of the hybrid
power train.
[0066] FIG. 18 provides an illustrative charging curve 1802
describing charging power applied to a battery based upon the
current SOC relative to a SOC target value. In the example, the
charging effort increases as the batter gets further from the
target SOC. The example curve 1802, or any other charging effort
curve, may be utilized with any feature, algorithm, or embodiments
described herein. An example operating space diagram 1804
illustrates a speed-load map for the hybrid power train with an
engine performance curve mapped onto the diagram 1804. Above a
threshold operating space, approximately equating to high power
operations as illustrated, an example hybrid power train is
scheduled to operation in a parallel configuration with the
electrical portion assisting the engine. Below a threshold
operating space, approximately equating to lower power operations
as illustrated, an example hybrid power train is scheduled to turn
the engine off and operating electrically.
[0067] FIG. 19 is a schematic diagram of a rule-based controller
including an operation space diagram 1804. The diagram 1804 is
similar to the diagram 1804 from FIG. 18, although the operating
dividers 1910, 1912, 1914 need not be in the same positions. At a
first region 1902, the example hybrid power train operates the
engine and the electric motor(s) in a power assist configuration.
At a second region 1904, the example hybrid power train operates
the engine and the electric motor(s) in a parallel configuration.
At a third region 1906, the example hybrid power train operations
in a series manner, providing all motive power from a first
electrical torque provider and charging the battery from the engine
as required or when it is determined to be efficient. In a fourth
operating region 1908, the example hybrid power train operates on
electric power only, providing charging to the battery from the
engine only as required.
[0068] The example regions 1902, 1904, 1906, 1908 are non-limiting.
In certain embodiments, other example operations include engaging
the clutch and/or switching into a parallel configuration in
response to: the engine being running, and/or the machine power
demand being greater than a parallel power threshold. In certain
embodiments, other example operations includes disengaging the
clutch and/or switching into a series configuration in response to:
the machine power demand being positive but below the parallel
power threshold, the machine power demand being negative and
machine shaft speed is below an engine stall threshold value. In
certain embodiments, operations include applying a hysteresis in
either or both directions (switching to parallel and/or switching
to series), and/or applying hysteresis to regions 1902, 1904, 1906,
1908.
[0069] FIGS. 20-26 provide a description of a basic cost
optimization function for a system including a hybrid power train.
The examples of FIGS. 20-26 are illustrative and non-limiting. FIG.
20 illustrates a system 2000 and an example propulsion efficiency
calculation. The efficiencies of power flows 2004, 2006 from the
battery 116 to the motive power (e.g. including power electronics
conversion efficiencies) are illustrated. The efficiency 2002 of
each electronic torque provider includes the chemical conversion
efficiency of the battery, the power electronics efficiencies, and
the electrical to mechanical energy conversion efficiency of each
of the motors.
[0070] FIG. 21 illustrates a system 2100 and an example generating
efficiency calculation. The efficiencies of the power flows 2104,
2106, 2108, 2110 are illustrated. In one example, the generating
efficiency 2102 of each electrical torque provider is shown,
accounting for the battery chemistry, the power electronics, and
the mechanical to electrical conversion efficiency of each torque
provider. The second electrical torque provider 120 is illustrated
with a corrected efficiency .eta..sub.EG11 to account for the
friction effects of turning the engine 102 when the second
electrical torque provider 120 is regenerating. However, the base
efficiency .eta..sub.EG1 may alternatively be used, where the
engine 102 can be mechanically decoupled from the second electrical
torque provider 120 and/or where the friction of the engine 102 is
explicitly modeled.
[0071] FIGS. 22 through 26 provide an example basic optimization
cost function that is utilizable to compare relative costs of
specific operation behaviors. Any other cost algorithm is
contemplated herein. The example calculations 2200, 2300, 2400,
2500, 2600 consider battery charging conditions, battery
discharging conditions, and the entire cycle efficiency for storing
and retrieving electrical energy from the battery. The following
nomenclature is utilized: [0072] P.sub.EMi=i.sup.th motor net power
out to mechanical shaft (+ve) [0073] P.sub.EG.sub.i=i.sup.th
generator net power in from mechanical shaft (-ve) [0074]
.eta..sub.EM.sub.i=i.sup.th motor net electrical efficiency from
power source in to shaft power out [0075]
.eta..sub.EG.sub.i=i.sup.th generator net electrical efficiency
from shaft power source in to electric power in Note: for EG.sub.1
the efficiency is impacted in energy recovery mode (regen braking)
as the engine acts as a friction load (.eta..sub.EG.sub.11) [0076]
Q.sub.LHV=The lower heating value (also known as net calorific
value, net CV, or LHV) of a fuel is defined as the amount of heat
released by combusting a specified quantity (initially at
25.degree. C. or another reference temperature)
[0077] FIG. 27 is an illustration 2700 of a number of efficiency
functions 2702, 2704, 2706, 2708, 2710, 2712, 2714 corresponding to
an internal combustion engine 2702, 2708, electrical torque
providers in a motoring mode 2704, 2706, and the electrical torque
providers in a generating mode 2710, 2712, and the combined
efficiency of the second electrical torque provider in a generating
mode mechanically coupled to the engine 2714. The efficiency
functions are provided as a function of operating conditions
including machine shaft speed for the electrical torque providers
and the engine brake specific fuel consumption, and as a function
of engine power for engine fuel consumption. Utilization of the
system of equations of FIGS. 22-26 require efficiency values at
various operating conditions, such as the efficiency values
provided in FIG. 27. Calibrated efficiency tables can be readily
determined for a given real or planned system.
[0078] FIGS. 28-32 depict an illustrative embodiment 2800 for
capturing the results of an analysis using an exemplary basic cost
optimization function into a controller usable data set, and
operating a run-time controller in response to the controller
usable data set. The controller usable data set includes a behavior
matrix 2802, and provides a power division description 2812, where
an internal combustion engine and a number of electrical torque
providers are operated in response to the power division
description. The controller usable data set further includes an
control interface for responding to an electrical energy storage
device SOC target, and an SOC correction factor 2808 determined
from the SOC target and a current SOC. In one example, the behavior
matrix 2802 provides values for power output from the various
devices in response to the machine power demand and/or the vehicle
speed. A specific value 2804 from the behavior matrix 2802 provides
the current operating point. The initial power division description
is provided to the online computation 2812, that corrects for the
current battery SOC correction factor (.lamda.), for the
differences in shaft speeds 2810, and for the current clutch state
2806 (or hybrid power train configuration).
[0079] Referencing FIG. 29, the illustration 2900 includes the
clutch closed (or a parallel configuration) and enforces the
boundary condition that all shafts are spinning at the same speed.
The best efficiency from a motoring efficiency map 3100 is
utilized, for example provided by individual motoring efficiency
maps 3102, 3104. If the clutch is not closed (or a series
configuration), referencing FIG. 32 the illustration 3200 allows
for an optimization of the total electrical effort, enforcing the
condition that the electrical torque device an the load side of the
clutch must provide the machine power demand, and that the engine
and the electrical torque device on the engine side of the clutch
must provide net zero power. The .lamda. value in FIG. 32, which
allows for variable system response with regard to the SOC
variation, may itself be a function of the series-parallel state of
the system, and/or the clutch position.
[0080] Referencing FIG. 33, a .lamda. correction value 3300
determined in response to a SOC correlation 3302 is illustrated.
The .lamda. calculation 3304, in an example embodiment, increases
non-linearly away from the target SOC (at the target SOC, the SOC
deviation=zero). The positive and negative SOC deviation sides may
have asymmetric .lamda. responses. The SOC target in FIG. 33 is
determined in response to the vehicle speed. Referencing FIG. 34,
the illustration 3400 provides a SOC determination in response to
one or more parameters in the SOC calculation 3302. Referencing
FIG. 35, in the illustration 3500 a base .lamda. is utilized and
modified by a SOH correlation 3502 of the battery, yielding the
.lamda. output of the correlation 3504. The base .lamda. value may,
in one example, be determined according to the embodiments of FIG.
33 and/or FIG. 34. An example correlation 3504 includes the .lamda.
value increasing more rapidly at lower SOC deviation values in
response to the SOH of the battery degrading. Referencing FIG. 36,
the illustration 3600 includes the SOH correction factor
correlation 3602 being a function of depth of discharge, cycle
life, cost ratios of fuel and electricity, battery chemistry (e.g.
more robust battery types and/or expense of the battery type may
affect the desired response to SOC deviation).
[0081] Referencing FIG. 28, the behavior matrix 2802 may be stored
on a controller during run-time. The parameter P.sub.DMD is the
machine power demand, Spd.sub.veh is the vehicle speed, machine
shaft speed, or other parameter that can be correlated to
efficiency data e.g. as depicted in FIG. 27. The value .lamda. is
the battery SOC correction factor that defines the strength of the
system response to the SOC deviation. The clutch state can be used
alternatively with series- or parallel-configuration in certain
embodiments. Referencing FIG. 31, the input to 3102, 3104 is the
total electrical torque contribution and machine shaft speed, and
the output of 3106 is the torque contribution for one or both of
the electrical torque devices. The output of 3106 can be for either
device where two devices are present; where one device is defined
by the load, the second device may be defined by the output of
3106.
[0082] FIGS. 37 through 43 depict an example operation to generate
a controller calibration matrix. The operations in FIGS. 37 to 43
are examples and non-limiting, and may be performed offline or
during down time on the controller, although a sufficiently
powerful controller may alternatively run the operations of FIGS.
37 to 43 during run-time. The example operations determine an
optimal or progressively improving set of behavior matrices that
may be utilized as behavior matrices 2802 during run-time on a
controller. In one example, a behavior matrix 2802 determined to
improve the operating cost of a hybrid power train is provided to a
controller as a calibration matrix.
[0083] FIG. 37 is an illustration 3700 providing example operations
to define a mission profile (e.g. a driving route), and to
determine the machine shaft speed over the mission. The mission and
shaft speeds may be data-based, planning logic, or determined in
any other manner. Continuing in FIG. 38, the illustration 3800
continues with behavior matrices that are developed, either
randomly, with educated guesses, utilizing previous calibration
matrices, etc. Continuing with FIG. 39, the illustration includes
dividing the potential power output states of the power devices
into discrete operation conditions, and operating the behavior
matrices through the mission, sequentially changing the behavior
matrices in a genetic algorithm format, Monte Carlo format, or
through any other sequencing means known in the art. Each potential
solution is checked for feasibility (e.g. battery power runs too
low with certain behaviors, etc.), and the most fit members of the
feasible solutions are passed to the next generation. Continuing
with FIG. 42, the illustration 3800 includes replicating and
allowing gene crossing between members, and continuing with FIG. 43
a desired mutation rate is applied. The solutions are checked for
convergence--according to any desired criteria such as a reducing
improvement rate. In certain embodiments, a most fit member after
convergence is determined may be provided as a calibration
matrix.
[0084] FIG. 44 illustrates an example controller rule-based
run-time logic 4400. A machine power demand 4402 is determined. If
the hybrid power train is operating in a series power mode, a
transition is made to series operation 4404. If the hybrid power
train is operating in a parallel power mode, a transition is made
to a parallel power mode 4406. In the series power mode 4404, if a
change in the machine power demand exceeds the power available on
the electrical torque provider that is powering the load, the logic
4400 transitions to a parallel operating mode request 4412. From
the parallel operating mode request 4412, if the parallel operating
mode is not allowed, the logic 4400 transitions to a maximal power
output mode 4420 for the electrical torque provider that is
powering the load. It is noted at the maximal power output mode
4420 that the machine power demand is unachievable.
[0085] If the parallel operating mode is allowed at parallel
operating mode request 4412, the logic 4400 transitions to parallel
operation 4418. During parallel operation 4418, an example
operation includes maximizing a power output of an electrical
torque provider on the engine-side of the clutch, and making up any
additional required power from the engine to achieve the machine
power demand.
[0086] At the series operation 4404, if there is a negative change
in the machine power demand present that is greater than the
negative power available from the electrical torque provider that
is powering the load, the logic 4400 concludes with operating mode
4410 requesting parallel operation for a negative power assist,
and/or providing the electrical torque provider that is powering
the load with the lowest available power.
[0087] At the series operation 4404, if the change in the machine
power demand is within the capability of the electrical torque
provider that is powering the load, an optimizing algorithm 4408 is
executed, for example as described herein in accordance with a
predetermined behavior matrix. In another example, a run-time
optimization as illustrated in FIGS. 46-47 or similar operation may
be performed.
[0088] At the parallel operation 4406, if a positive power demand
change is requested that is greater than that available on the
electrical torque provider on the load-side of the clutch, an
operation 4416 includes maximizing the electrical torque provider
on the load-side of the clutch, increasing or maximizing the
electrical torque provider on the engine-side of the clutch, and
providing the balance of the machine power demand with the
engine.
[0089] At the parallel operation 4406, if a negative power demand
change is requested that is greater than that available on the
electrical torque provider on the load-side of the clutch, an
operation 4414 includes minimizing the electrical torque provider
on the load-side of the clutch, decreasing or minimizing the
electrical torque provider on the engine-side of the clutch, and
providing the balance of the machine power demand with the engine
(e.g. down to an engine braking maximum value, if available).
[0090] At the parallel operation 4406, if a machine power demand
change is requested that is less than that available on the
electrical torque provider on the load-side of the clutch, the
optimizing algorithm 4408 is executed, for example as described
herein in accordance with a predetermined behavior matrix. In
another example, a run-time optimization as illustrated in FIGS.
46-47 or similar operation may be performed.
[0091] The described operations in FIG. 44 provide an optimization
routine when machine power demand changes are small and within the
capability of one of the electrical torque devices to meet. The
operations provide for rapid response to machine power demand
changes with the opportunity to optimize operations during steadier
operating periods. The operations described are illustrative and
non-limiting.
[0092] Referencing FIG. 45, a schematic flow diagram of a procedure
4500 to operate an optimizing controller is illustrated. The
procedure includes an operation 4502 to determine the SOC target,
and an operation 4504 to determine whether a change in the machine
power demand is greater than the electrical torque provider on the
load side of the clutch. In response to the operation 4504 being
YES, the procedure 4500 includes an operation 4508 to operate a
rules-based controller (e.g. see FIG. 44, operations 4414, 4416,
4412). In response to the operation 4504 being NO, the procedure
4500 includes an operation 4506 to operate an optimizing
controller--either offline calibrated (e.g. a behavior matrix) or a
procedure such as in FIGS. 46 and 47.
[0093] FIG. 46 is a schematic flow diagram of a procedure 4600 to
operate an optimizing controller. The operations of the procedure
4600 include accessing a previous cycle cost and determining a
current cycle cost (operation 4602), determining whether the cost
is increasing (operation 4604 being NO) or decreasing (operation
4604 being YES). Where operation 4604 indicates NO, the error is
degrading and the increment direction (of the power division
between devices, e.g.) is reversed (operation 4608), the power
division is incremented (4610), the electrical torque provider on
the load side of the clutch is adjusted to meet transient power
demands (operation 4612), and the updated power commands in
response to the power division incrementing and the transient
adjustments to the electrical torque provider on the load side of
the clutch are outputted (operation 4614). Where the cost is
decreasing (operation 4604 being YES), the procedure includes an
operation 4616 to continue incrementing the power division
description in the same direction, and the concluding operations
4610, 4612, 4614. The procedure 4600 thereby "walks" the power
division description into favorable cost conditions, is operable in
run-time, and provides quick response to changes in the machine
power demand.
[0094] In certain embodiments of FIGS. 46 and 47, operations
includes applying a noise function to the increment value and/or
the cost comparison value, and/or operating a closed loop
controller with either the sign of the cost change, or a rate of
the cost change as an error value. The closed loop controller may
be P, PI, fuzzy logic, or other controller type. An example closed
loop controller includes gain scheduling or other features to
increase response (rate of change in the power division
description) as desired, for example where the rate of change of
the cost is high. In certain embodiments, increments may be applied
to engine-total electric contribution split; then additional
increment logic to split within the electric system, or increments
applied only to engine-total electric split, with rules or
efficiency lookup values (e.g. as in FIG. 31) to determine how to
split the total electric contribution among ETDs (electrical torque
devices).
[0095] FIG. 47 is an illustration of operations 4700 for an
optimizing controller to determine a current cost 4718 of
operations. The operations 4700 are usable, in one example, with a
procedure 4600 such as illustrated in FIG. 46. The operations 4700
are self-explanatory, but some clarification is provided herein.
The switch 4702 provides an output of the reciprocal of the total
efficiency (power electronics efficiency multiplied by storage
device and drive efficiencies) of the second electrical torque
provider when the power of the second electrical torque provider is
positive, and otherwise provides the total efficiency of the second
electrical torque provider. The product block 4706 provides an
equivalent fuel cost of the second electrical torque provider. The
switch 4704 provides a gain value for the second electrical torque
provider depending upon the motoring or generating state. The
product block 4708 provides a total efficiency of the first
electrical torque provider, the switch 4710 provides the total
efficiency or the reciprocal thereof based on the motoring state of
the first electrical torque provider, the switch 4712 provides a
gain value for the first electrical torque provider depending upon
the motoring or generating state, and the product block 4714
provides an equivalent fuel cost for the first electrical torque
provider. The sum block 4716 outputs the equivalent fuel cost for
the current operating condition of the hybrid power train.
[0096] The operations 4700 are illustrative and non-limiting. Other
operations to determine a fuel cost or other cost equivalent for a
hybrid power train are contemplated herein. In certain embodiments,
the operation 4700 normalize to a unitless cost value, a currency
cost (e.g. $), or other selected baseline for comparison. In
certain embodiments, costs for emission, audible noise,
aftertreatment operations, regeneration of aftertreatment
components, service life impacts to batteries or aftertreatment
components, or any other cost values are determined. The SOC
correction cost is determined by any method, including total charge
cycle efficiency for generating and storing battery power, fuel
versus regeneration estimate of future charging source (e.g. an
electrical charger present at the destination), and/or a cost
determined utilizing the principles in FIGS. 33-36 (e.g. SOC
correction cost as f(.lamda.). The SOC correction cost may further
include an integral term to increase the cost as a deviation
persists over time. In certain embodiments, fuel LHV may include a
nominal engine thermal efficiency, and/or the current engine
thermal efficiency.
[0097] Referencing FIG. 48, example clutch operations 4800 are
illustrated. In a first operation 4802, the clutch is open and the
vehicle is being propelled in an all electric mode (from ETD1). In
a second operation 4804, the clutch is open and the vehicle is
being propelled in an all electric mode, where an engine start has
been requested. In a third operation 4806, the clutch is closed and
the vehicle is being propelled in a parallel operating mode from
both the engine and electrical devices--the battery is discharging
in the operations 4806. In a fourth operation 4808, the clutch is
closed and the vehicle is being propelled in a parallel operating
mode, with battery charging occurring. Referencing FIG. 49, further
example clutch operations 4900 are illustrated. In an operation
4902 the clutch is open and the vehicle is being propelled in a
series operating mode, with the engine charging the battery through
the second electrical torque device. In another operation 4904, the
clutch is open and the vehicle is not being propelled--the first
electrical torque device is returning vehicle kinetic energy to the
battery. In another operation 4906, the vehicle is stopped, the
clutch is open, and the engine is recharging the battery through
the second electrical torque provider.
[0098] An exemplary technique for controlling a hybrid power train
is described. The technique includes an operation to determine a
machine shaft torque demand and a machine shaft speed, and in
response to the machine shaft torque demand and the machine shaft
speed, the technique includes an operation to determine a machine
power demand. The operation to determine a machine shaft torque
demand includes any torque determination understood in the art,
including without limitation interpreting an accelerator pedal
position or request, interpreting a cruise control or power
take-off control position or request value, interpreting a datalink
or network-provided torque request. The operation to determine the
machine shaft speed includes any shaft speed determination
understood in the art, including receiving a sensor input
representative of the machine shaft speed, receiving a machine
shaft speed value from a datalink or network, and/or receiving one
or more values of other parameters from which the machine shaft
speed may be calculated.
[0099] The machine power demand is a description of the usable
power at the machine shaft that achieves the machine torque demand
at the present machine shaft speed. The machine shaft includes any
power receiving device positioned downstream of all power providing
components within a hybrid power train included in the machine. For
example, and without limitation, the machine shaft may be a
driveline, a transmission tailshaft output, a rear axle of a
vehicle, a power take-off shaft, a pump input shaft.
[0100] The machine includes a hybrid power train. The hybrid power
train, as used herein, includes a power providing device having at
least two power providers operating with differing power
mechanisms. An exemplary hybrid power train includes an internal
combustion engine and at least one electrical torque provider.
Another exemplary hybrid power train includes an internal
combustion engine and a hydraulic torque provider. In certain
embodiments, the description herein stating an electrical torque
provider can be adapted for a hydraulic torque provider, and the
description herein stating an electrical energy storage device can
be adapted for a hydraulic accumulator. Further, the description
herein stating power electronics positioned between an electrical
torque provider and an electrical energy storage device can be
adapted for a power converter within a hydraulic power system.
[0101] The exemplary technique further includes an operation to
adjust the machine power demand to a non-zero value in response to
determining that the machine shaft speed is zero and the machine
shaft torque demand is greater than zero. One of skill in the art
will appreciate that the machine power required to achieve a given
torque target is zero when the shaft speed is zero; however, when
the torque request is greater than zero the final power output of
the machine is expected to be a value greater than zero. The
adjusted power value is any zero speed power value understood in
the art. Exemplary adjusted power values include a vehicle launch
power determined according to the desired launch power for a
selected operator feel, and/or a zero speed power value determined
to avoid harm to any driveline or power train component and to
provide the desired initial acceleration--for example a limit
within the transmission, driveline, or rear axle gear may define
the zero speed power limit. In certain embodiments, the zero speed
power value is determined in response to a vehicle mass, or other
load inertia description, where a vehicle mass or load inertia
description is available.
[0102] The exemplary technique further includes an operation to
determine a power division description between an internal
combustion engine and one or more electrical torque providers. The
power division description is a power amount provided by each
component, such that the sum of the power from each component
combines to the machine power demand. The power division
description may be an absolute or relative value. The technique
further includes operating the internal combustion engine and the
electrical torque provider(s) in response to the power division
description. Operating the internal combustion engine and the
electrical torque provider(s) in response to the power division
description includes, without limitation, providing the power from
the devices according to the power division description, and/or
progressing acceptably from a current power output for each device
to the power from the devices according to the power division
description.
[0103] For example, the power division description may include 50%
of the machine power demand to be provided by the internal
combustion engine, 25% from the first electrical torque provider,
and 25% from the second electrical torque provider, and the
technique operates the devices accordingly. In certain embodiments,
the devices are mechanically coupled to operate at an identical
speed, or at a fixed ratio of speeds between the devices, and the
technique includes providing the determined power amounts for each
device at the fixed speed. In a further example, where all of the
devices are operating at 1,000 rpm, the technique includes
operating the internal combustion engine at a torque value to
provide the determined power contribution for the internal
combustion engine at 1,000 rpm, and operating each of the
electrical torque providers at a selected torque to provide the
determined power amount for each of the electrical torque providers
at 1,000 rpm. In certain embodiments, the power devices are coupled
through a power splitter, a torque converter, or other device that
allows the speeds of each device to float or change in relative
ratios between each other.
[0104] An exemplary technique further includes an operation to
determine an engine cost function that includes an engine operating
cost as a function of engine power output. The engine cost function
may account for the specific cost of achieving the engine power
output at the machine shaft speed, or the engine cost function may
further account for the specific cost of achieving the engine power
output at a selected speed within a range of allowable speeds where
the speed of the engine is allowed to change. The specific cost
includes a fuel cost, an engine wear cost, an oil service life
cost, and/or any other cost understood in the art. In certain
embodiments, the specific cost is determined from fuel consumption
estimated to achieve the engine power output. For example, a
speed-load table mapping a brake specific fuel consumption (BSFC)
may be implemented to determine the specific cost for the internal
combustion engine. Additionally or alternatively, an incremental
cost in the considered system (e.g. equivalent miles or dollars
toward an engine re-build, equivalent miles or dollars toward an
engine oil change, etc.) is provided for consideration into a cost
function.
[0105] The exemplary technique further includes an operation to
determine an electrical cost function that includes the electrical
torque provider operating cost as a function of the electrical
torque provider power output. In certain embodiments, the
electrical cost function determines an equivalent fuel cost of
providing power with the electrical torque provider. An exemplary
equivalent fuel cost includes the efficiency of corresponding power
electronics, where the power electronics are electrically
positioned between the corresponding electrical torque provider and
an electrical energy storage device.
[0106] The electrical cost function may further include the
efficiency of converting power from the electrical energy storage
device to provide to the electrical torque provider. In certain
embodiments, the entire cycle efficiency of utilizing a present
unit of charge on the electrical energy storage device, converting
the unit of charge through the power electronics, dissipating the
unit of charge in the electrical torque provider to provide
mechanical power, consuming a subsequent unit of fuel in the
internal combustion engine to power a generator, converting the
mechanical power in the generator to a unit of charge that is
provided through the power electronics to the electrical energy
storage device to replace the present unit of charge that is under
consideration for present consumption. In addition to the entire
cycle efficiency, and additional or alternate embodiment considers
the estimated fraction of all future charge events that will be
provided by regenerative braking, and the efficiencies of the
regenerative braking. For example, an embodiment where 5% of all
electrical power to the electrical energy storage device is
provided by regenerative braking may indicate a higher cost from
the electrical cost function relative to an embodiment where 10% of
all electrical power to the electrical energy storage device is
provided by regenerative braking.
[0107] In certain embodiments, the electrical cost function
includes a generating operating region, and the electrical cost
function includes an electrical energy storage efficiency and/or an
electrical energy storage efficiency and recovery efficiency (i.e.
the entire storage and recovery cycle efficiency). For example, the
cost of the internal combustion engine providing a power output
that is greater than the machine power demand, with the electrical
torque provider simultaneously operating in a generating operating
region is described by the cost functions and considered when
determining the power division description. In certain embodiments,
the technique further includes an operation to determine the power
division description in response to the engine cost function and
the electrical cost function.
[0108] The electrical cost function may be a function averaging the
entire electrical system, and/or a function provided for each
electrical torque provider, with each electrical torque provider
considered independently. In certain embodiments, a second
electrical torque provider is considered independently by
determining a second electrical cost function that includes a
second electrical torque provider operating cost as a function of a
second electrical torque provider power output. The technique
further includes determining the power division description further
in response to the engine cost function, the electrical cost
function, and the second electrical cost function. An exemplary
second electrical cost function further includes an efficiency of
the power electronics corresponding to the second electrical torque
provider. In certain embodiments, the second electrical cost
function includes a generating operating region, and accounts for a
second storage efficiency and/or a second storage and recovery
cycle efficiency.
[0109] In certain embodiments, the technique includes operating the
hybrid power train in one or more operating modes. In a first
operating mode, the technique includes disengaging a clutch between
the internal combustion engine and the first electrical torque
provider, and providing all of the machine power demand with the
first electrical torque provider. In a second operating mode, the
technique includes engaging the clutch between the internal
combustion engine and the first electrical torque provider and
providing all of the machine power demand with the internal
combustion engine. In a third operating mode, the technique
includes engaging the clutch between the internal combustion engine
and the first electrical torque provider and dividing the machine
power demand between the internal combustion engine and the first
electrical torque provider. In a fourth operating mode, the
technique includes engaging the clutch between the internal
combustion engine and the first electrical torque provider and
dividing the power between the internal combustion engine and the
second electrical torque provider. In a fifth operating mode, the
technique includes engaging the clutch between the internal
combustion engine and the first electrical torque provider and
dividing the power between the first electrical torque provider and
the second electrical torque provider. In a sixth operating mode,
the technique includes engaging the clutch between the internal
combustion engine and the first electrical torque provider and
dividing the power between the internal combustion engine, the
first electrical torque provider, and the second electrical torque
provider. The described operating modes are exemplary and
non-limiting. In certain embodiments, the clutch includes a range
of positions between open and closed. In certain embodiments the
hybrid power train may function without a clutch, including in a
series or parallel arrangement, and further including by coupling
power from the engine and one or more additional power providers
through a power splitter, torque converter, or other coupling
arrangement known in the art.
[0110] An exemplary technique further includes an operation to
determine a cost disposition parameter, and determining each of the
cost functions in response to the cost disposition parameter and a
plurality of corresponding cost functions. For example, the cost
disposition parameter may include a number of drive cycle routes,
each one having an effect on the cost functions, where the
technique includes selecting one of the cost functions, or a set of
the cost functions, in response to the cost disposition parameter.
Non-limiting examples of cost function effects according to the
cost disposition parameter include an emissions cost effect (e.g.
due to varied emissions targets or penalties), a fuel economy cost
effect, an oil service life cost effect, a system responsiveness
cost effect, a noise emissions cost effect, and/or a battery
service life effect. The implementation of a cost disposition
parameter allows one of skill in the art to prioritize differing
aspects of a total cost according to the environment of the system,
or the priorities of the operator.
[0111] For example, a first cost disposition parameter corresponds
to a first set of cost functions, a second cost disposition
parameter corresponds to a second set of cost functions, and the
technique includes determining whether the first cost disposition
parameter or the second cost disposition parameter is to be
utilized in the present application of the technique. Further
exemplary cost disposition parameters include a duty cycle category
and/or a drive route parameter. Exemplary operations to determine
each cost function in response to the cost disposition parameter
include selecting the cost functions corresponding to the cost
disposition parameter, and/or interpolating between two proximate
cost functions according to the cost disposition parameter.
[0112] Certain further embodiments of the technique include an
operation to adjust the power division description in response to
an electrical storage device state-of-charge (SOC). An exemplary
technique includes determining the electrical cost function(s) that
describe the electrical torque provider(s) operating cost as a
function of the power output for the corresponding electrical
torque provider, and further as a function of the SOC for the
electrical energy storage device.
[0113] In certain embodiments, the technique includes determining a
vehicle speed, and determining the power division description in
response to the machine power demand and the vehicle speed. In a
further embodiment, the technique includes determining a number of
nominal power division descriptions as a two-dimensional function
of the vehicle speed and the machine power demand. The technique
further includes determining the power division description by
performing a lookup operation utilizing the plurality of nominal
power division descriptions. For example, the lookup operation
includes cross-referencing the vehicle speed and machine power
demand to a table having nominal power division descriptions, and
selecting the nominal power division description closest to the
vehicle speed and machine power demand. The exemplary lookup
operation may further include interpolating and/or extrapolating in
one or both dimensions.
[0114] Certain exemplary embodiments include the power division
description providing the power division between the internal
combustion engine, a first electrical torque provider, and a second
electrical torque provider. An exemplary technique further includes
disengaging a clutch positioned between the internal combustion
engine and the second electrical torque provider in response to
determining that the second electrical torque provider provides the
entire machine torque demand.
[0115] In certain embodiments, the engine cost function includes an
emissions cost for the engine--for example determined from the
nominal emissions of the engine at the speed and torque indicated
by the present engine speed and the contemplated power contribution
of the engine. A further exemplary embodiment includes the engine
cost function having a second emissions cost. For example, the
first engine emissions cost may be determined for NO.sub.x
emissions and the second engine emissions cost may be determined
for particulate emissions. Non-limiting examples of engine
emissions utilized for the engine cost include a cost of NO.sub.x
output, a cost of CO output, a cost of CO.sub.2 output, a cost of
particulate output, a cost of metal or ash output determined
according to estimated oil utilization at the considered engine
operating conditions, and/or a cost to emissions of blowby
estimated at the considered engine operating conditions. The
quantification of any emissions value may be determined according
to any economic terms available, including at least a cost of
emissions compliance, an economic value of an emissions efficient
vehicle determined according to market considerations, a regulatory
cost of various vehicle emissions levels, and/or a cost to remove
the considered emissions from the environment after release.
[0116] In certain further embodiments, the engine cost function
further includes a secondary effect cost. Exemplary and
non-limiting secondary effect costs include an incremental life
loss of an aftertreatment component, an incremental regeneration
cost of the aftertreatment component, and/or an incremental
operating cost of the aftertreatment component.
[0117] For example, and without limitation, an engine operating
condition may contribute an incremental amount to a life loss of an
aftertreatment component--for example by contributing an
incremental particulate amount to a particulate filter, the filter
will require a regeneration event at a future time which will
remove an incremental amount of the service life of the
aftertreatment component and cost a quantifiable amount.
Accordingly, a cost according to the incremental life loss of the
aftertreatment component is attributable to the particulate
emission by the engine secondary to the direct emissions cost of
the particulate emission.
[0118] In another example, and without limitation, the engine
operating conditions may contribute an incremental amount to a
regeneration cost of the aftertreatment component, and/or offset
the regeneration cost of the aftertreatment component. In the
example, an engine operating condition that provides a passive
regeneration amount to the aftertreatment component (e.g. by
providing sufficient temperature and oxygen for an incremental
amount of soot to be oxidized) may be deemed to be a lower cost
operation than an engine operating condition that provides a low
temperature, and that will, over time, require active (and
presumably fuel consuming) regeneration efforts. The associated
fuel cost, aftertreatment component life cost (e.g. due to higher
temperatures in the aftertreatment component from active
regeneration relative to passive regeneration), or other costs
associated with the engine operating condition relative to
regenerating the aftertreatment component can be quantified and
considered in the engine cost function. In certain further
embodiments, one or more of the emissions cost or secondary effect
costs include a discontinuity in the cost function.
[0119] In another example, the engine operating condition
contributes to the incremental operating cost of an aftertreatment
component. For example, and without limitation, a selective
catalytic reduction (SCR) system provides a reagent (typically urea
or NH.sub.3) in response to NO.sub.x emissions from the internal
combustion engine. Accordingly, the engine operating condition, and
associated NO.sub.x output, contributes to the operating cost of
the SCR system, and the secondary cost associated with NO.sub.x
emissions can be quantified. In a further embodiment, in certain
SCR systems, the ratio of NO to NO.sub.2 in the engine affects the
efficiency of the SCR system, and the specific NO.sub.x components
of the engine can be utilized in determining the secondary cost of
the NO.sub.x emissions.
[0120] The described power division operations may be performed
when the machine power demand is positive or negative, and any
power provider in the system may be providing power of a positive
or negative magnitude regardless of the magnitude of the machine
power demand. Exemplary and non-limiting examples include the
machine power demand being positive, with the internal combustion
engine providing positive power and an electrical torque provider
providing negative power (e.g. to regenerate a battery). Another
exemplary and non-limiting example includes the machine power
demand being positive, with the internal combustion engine
providing negative power (e.g. by motoring without fueling) and an
electrical torque provider providing positive power.
[0121] In certain embodiments, the power division description
includes an engine braking target power value. The engine braking
target power value includes a negative amount of power to be
provided by the engine. The engine provides negative power
according to the components available in a particular system,
including without limitation, negative power provided by
compression braking, compression braking with variable valve
timing, backpressure from a variable geometry turbine or an exhaust
throttle, negative power from vacuum provided by an intake
throttle, and/or any other negative power implementation understood
in the art. In certain embodiments, the negative power may be
available only in discrete increments (e.g. according to a number
of cylinders used for compression braking). In certain embodiments,
the power division description is corrected according to the
discrete negative power increments available from the engine,
and/or the engine selects a nearest negative power operating
condition and an electrical torque provider corrects the machine
power output to meet the machine power demand.
[0122] Another exemplary technique includes an operation to
determine a machine shaft torque demand and a machine shaft speed,
and in response to the machine shaft torque demand and the machine
shaft speed, the technique includes an operation to determine a
machine power demand. The technique further includes an operation
to determine a power division description between an internal
combustion engine, a first electrical torque provider, and a second
electrical torque provider. The technique further includes an
operation to determine a clutch position, where the clutch position
is engaged or disengaged. The descriptions herein utilize a clutch
position, however unless stated explicitly to the contrary, certain
embodiments determine whether a hybrid power train is in a parallel
arrangement or a serial arrangement, where the clutch engaged
corresponds to the parallel arrangement and the clutch disengaged
corresponds to the serial arrangement.
[0123] The clutch, for embodiments having the clutch, is interposed
between the first electrical torque provider on a first side and
the internal combustion engine and the second electrical torque
provider on a second side. In certain further embodiments, a load
is on the side of the clutch having the first electrical torque
provider. The load receives the power output of the hybrid power
train, and is at any position downstream of all power providing
components in the hybrid power train. Exemplary and non-limiting
loads include the drive wheels of a vehicle, a transmission tail
shaft, a vehicle drive line, a power takeoff shaft, or a generator
output shaft.
[0124] The exemplary technique further includes an operation to
determine a baseline power division description in response to a
vehicle speed and the machine power demand. The vehicle speed, in
certain embodiments, may be substituted with a load kinetic energy
description, such as a rotating kinetic energy of a flywheel,
rotating machine, etc. The technique further includes an operation
to determine an SOC deviation for an electrical energy storage
device. The SOC deviation is the difference between a present SOC
of the electrical energy storage device and a target SOC for the
electrical energy storage device.
[0125] The electrical energy storage device is electrically coupled
to the first electrical torque provider and the second electrical
torque provider. The description herein includes a single
electrical energy storage device coupled to both electrical torque
providers, however except where explicitly stated to the contrary
an electrical energy storage device may be coupled to only a single
electrical torque provider. Further, additional electrical energy
storage devices may be present in a given system, each device
coupled to at least one electrical torque provider. For example,
and without limitation, a hyper-capacitor or ultra-capacitor may be
incorporated into the electrical system and provide additional
electrical energy storage capacity and electrical energy transient
control.
[0126] The exemplary technique further includes an operation to
adjust the baseline power division description in response to the
SOC deviation and the clutch position. In certain embodiments,
determining the SOC deviation for the electrical energy storage
device includes determining a difference between a present SOC and
a target SOC. In certain embodiments, the technique includes an
operation to adjust the SOC deviation in response to a present
vehicle speed, a temperature of the electrical energy storage
device, a state-of-health (SOH) of the electrical energy storage
device, the machine power demand, and/or an integrated
state-of-charge deviation over time. The operation to adjust the
SOC deviation includes either an adjustment of the target SOC,
and/or an adjustment directly of the SOC deviation downstream of
determining a difference between the present SOC and the target
SOC.
[0127] An exemplary operation to adjust the SOC deviation in
response to the present vehicle speed includes reducing the SOC
deviation in response to an increasing vehicle speed, and/or
reducing the SOC target value in response to the increasing vehicle
speed. In certain embodiments, the reduction in the SOC target
value is made in response to determining an amount of the kinetic
energy of the vehicle that will be recharged to the battery in
response to a future deceleration event. The efficiency of a
generator, the power electronics between the generator and the
electrical energy storage device, and the chemical efficiency of
the electrical energy storage may all be estimated or calculated to
determine the SOC target value. Additionally, the fraction of the
vehicle kinetic energy likely to be recovered is estimated or
calculated.
[0128] In certain embodiments, the operational history of the
vehicle may be considered, for example by tracking an SOC before
and an SOC after a vehicle deceleration event. A driver that
utilizes service brakes heavily will yield a lower regeneration
recovery percentage, and a driver that decelerates too slowly,
allowing engine and vehicle friction to provide the bulk of the
deceleration force will likewise yield a lower regeneration
recovery percentage. Accordingly, the technique further includes,
in certain embodiments, tracking data to determine an SOC recovery
value in response to the vehicle speed, and provides the SOC
deviation adjustment in response to both the vehicle speed and the
SOC recovery value.
[0129] An exemplary operation to adjust the SOC deviation in
response to the temperature of the electrical energy storage device
includes increasing a SOC deviation, and/or increasing the SOC
target value in response to a lower temperature of the electrical
energy storage device. In certain batteries, a storage capacity of
the battery is reduced in response to a lower battery temperature.
The specific amount of battery capacity reduction with temperature
is known to one of skill in the art having information normally
provided by a battery manufacturer and/or by simple empirical
sampling. In certain embodiments, the target SOC is increased to
account for the increased battery capacity with temperature. In
certain embodiments, only a fraction of the increased battery
capacity is utilized, especially, in one example, where a
subsequent battery temperature decrease is expected (resulting in a
subsequent discharge regardless of system need). Exemplary
situations where subsequent discharge is expected include a
determination that an ambient temperature has reduced significant
and/or an extended period of a low load operation of the hybrid
power train.
[0130] An exemplary operation to adjust the SOC deviation in
response to a SOH of the electrical energy storage device includes
an operation to increase the SOC deviation in response to a reduced
SOH of the electrical energy storage device (e.g. to increase a
system response to the SOC deviation), an operation to reduce the
SOC target in response to the reduced SOH (e.g. recognizing that a
total capacity of the electrical energy storage device is reduced,
and/or that each charge cycle of the electrical energy storage
device reduces the service life), and/or an operation to increase
the SOC target in response to the reduced SOH (e.g. recognizing
that each charge cycle of the electrical energy storage device
reduces the service life). The response to adjust the SOC target in
response to the reduced SOH, in certain embodiments, is further
determined according to present operating conditions. An exemplary
operation includes increasing the target SOC in response to a
reduced SOH during highly transient conditions to prevent the
electrical energy storage device from becoming depleted, and
cyclically increasing and/or decreasing the target SOC in response
to the reduced SOH during steady state conditions to minimize the
number of the electrical energy storage device charge cycles.
[0131] The operation to adjust the SOC deviation in response to the
machine power demand includes an operation to decrease the SOC
deviation and/or the SOC target value in response to a high machine
power demand. Decreasing the SOC target value in response to a high
machine power demand maximizes initial system response to the
machine power demand. In certain embodiments, in response to a
sustained high machine power demand, the SOC target value is
increased, for example after the internal combustion engine has
reached an operating point where the machine power demand can be
met with the engine alone. The increase of the SOC target value
allows the system to have extra energy capacity to respond to
ongoing power demands.
[0132] The operation to adjust the SOC deviation in response an
integrated SOC deviation over time includes an operation to
increase the SOC deviation as the SOC deviation is sustained. In
certain embodiments, the gain on the integrated SOC deviation is
intentionally positioned to allow a prescribed amount of
overshoot/undershoot in the SOC, to avoid cycling the SOC too
rapidly and degrading the quality of the electrical energy storage
device. In certain alternate or additional embodiments, the gain on
the integrated SOC deviation is positioned to allow the SOC to
deviate for a prescribed period of time, but to enforce the SOC
target after extended periods away from the target. The prescribed
period of time may be related to the time of event occurrences
where an SOC deviation is considered beneficial--for example the
time to climb a short hill or to merge onto an interstate from a
lower speed ramp. The described utilizations of the integrated SOC
are exemplary and non-limiting.
[0133] An exemplary baseline power division description includes a
total electrical contribution and a total engine contribution. The
exemplary technique further includes, in response to determining
the clutch is engaged, an operation to adjust the baseline power
division description by dividing the total electrical contribution
between a first electrical torque provider and the second
electrical torque provider in response to the machine shaft speed.
For example, a system includes a first electrical torque provider
and a second electrical torque provider, and the technique includes
determining an efficiency and maximum power of each of the
electrical torque providers at the present machine shaft speed, and
selecting a power for each of the electrical torque providers that
maximizes the total electrical contribution efficiency.
[0134] In certain embodiments, the technique further includes an
operation to determine a net power flux to the electrical energy
storage device in response to the SOC deviation. The exemplary
technique further includes adjusting the baseline power division
description further in response to the net power flux. In certain
embodiments, the net power flux is added to the total electrical
contribution, and subtracted from the total engine contribution,
such that the machine power provided by the hybrid power train is
not affected by the net power flux. The technique further includes
providing the adjusted total electrical contribution, and
determining a contribution for each of the first electrical torque
provider and the second electrical torque provider in response to
the adjusted total electrical contribution, an efficiency for the
first electrical torque provider, a capacity of the first
electrical torque provider, an efficiency of the second electrical
torque provider, and/or a capacity of the second electrical torque
provider.
[0135] An exemplary technique further includes, in response to
determining the clutch is disengaged, an operation to adjust the
baseline power division description by commanding the second
electrical torque provider to achieve the machine power demand, by
commanding the first electrical torque provider to provide the net
power flux to the electrical energy storage device, and by
commanding the internal combustion engine to power the first
electrical torque provider. The system operating with the clutch
disengaged is operating in a series operating mode, where only the
second electrical torque provider is mechanically coupled to the
load, and the second electrical torque provider accordingly applies
all of the machine power demand. The first electrical torque
provider is decoupled from the load, but coupled to the electrical
energy storage device, and the internal combustion engine can power
the first electrical torque provider to charge the electrical
energy storage device.
[0136] Several exemplary and non-limiting baseline power division
descriptions are providing following. Any of the power division
descriptions may include absolute or relative values. Relative
power values may be provided in terms of the machine power demand
(e.g. a percentage of the machine power demand), or relative to any
other variable in the system. Any one or more of the power
contributions individually may be negative or positive, and the
sign of the machine power demand may be negative or positive.
[0137] A first example includes a total electrical contribution and
a total engine contribution, where the total electrical
contribution and the total engine contribution combined provide the
machine power demand. A second example includes a power
contribution for each of the internal combustion engine, the first
electrical torque provider, and the second electrical torque
provider, where the total power contributions provide the machine
power demand. A third example includes a total electrical
contribution, a total engine contribution, and a net power flux to
the electrical power storage device, where the total electrical
contribution, the total engine contribution, and the net power flux
combine to provide the machine power demand.
[0138] A fourth example includes a power contribution for each of
the internal combustion engine, the first electrical torque
provider, the second electrical torque provider, and a net power
flux to the electrical power storage device, where the total power
contributions and the net power flux provide the machine power
demand. A fifth example includes a total electrical contribution, a
total engine contribution, a net power flux to the electrical power
storage device, and a net power flux to accessories, where the
total electrical contribution, the total engine contribution, the
net power flux to the electrical energy storage device, and the net
power flux to the accessories combine to provide the machine power
demand. A sixth example includes a power contribution for each of
the internal combustion engine, the first electrical torque
provider, the second electrical torque provider, a net power flux
to the electrical power storage device, and a net power flux to
accessories, where the total power contributions, the net power
flux to the electrical energy storage device, and the net power
flux to the accessories provide the machine power demand.
[0139] The exemplary technique further includes reducing the SOC
deviation and/or reducing a response to the SOC deviation in
response to an increasing vehicle speed. An exemplary embodiment
includes increasing a response to the SOC deviation in response to
a magnitude of the SOC deviation, and/or increasing a response to
the SOC deviation over time in response to the SOC deviation being
maintained. A further embodiment includes responding to the SOC
deviation with a proportional and/or integral response.
[0140] An exemplary technique includes an operation to determine
the SOC deviation in response to a target SOC. The technique
further includes determining the target SOC in response to a
vehicle speed--for example reducing the target SOC in response to
an increased vehicle speed and increasing the target SOC in
response to a decreased vehicle speed. Another exemplary technique
includes determining the target SOC in response to a vehicle mass.
Exemplary operations to determine the target SOC in response to the
vehicle mass include reducing the SOC as a function of the total
vehicle kinetic energy (determined, for example, as proportional to
a baseline mass kinetic energy calibration, or as a full model), or
increasing the SOC at low or zero total vehicle kinetic energy. In
a further embodiment, the technique includes increasing the target
SOC over a range of operating conditions in response to an
increased vehicle mass. A vehicle having a higher mass stores a
greater amount of kinetic energy in motion, and requires deeper
withdrawals from the electrical energy storage device during
acceleration events such as high acceleration operation and/or
climbing hills. Accordingly, relative to a vehicle having a lower
mass, the technique operated in a vehicle having a higher mass may
increase the high target SOC and/or decrease the low target SOC.
All described behaviors are exemplary and non-limiting.
[0141] In certain embodiments, the technique includes determining
the target SOC in response to an electrical energy storage device
capacity. The electrical energy storage device capacity varies
under certain operating conditions, including temperature, age, and
SOH. In certain embodiments, the technique includes determining a
higher target SOC in response to an increased temperature of the
electrical energy storage device, determining a higher or lower
target SOC in response to an aged electrical energy storage device,
and/or determining a higher or lower target SOC in response to an
electrical energy storage device having a low (or degraded) SOH.
All described behaviors are exemplary and non-limiting.
[0142] With an aged electrical energy storage device, having a
lower total capacity than a new electrical energy storage device,
the technique may require a higher target SOC due to the inability
to store as much of the regenerative electrical energy available
during challenging duty cycle events such as rolling hills or
stop-and-go traffic. Accordingly, the technique sets a higher
target SOC during certain operations. During other engine
operations, for example during high speed level operation, the
technique sets a lower target SOC to provide for a greater margin
for accepting electrical energy from regeneration during subsequent
vehicle deceleration. One of skill in the art, having the benefit
of the disclosures herein, can determine how to set the target SOC
in response to an aged electrical energy storage device and the
generally known conditions of a particular application in which the
hybrid power train is installed. All described behaviors are
exemplary and non-limiting.
[0143] With an electrical energy storage device having a degraded
SOH, many of the same conditions apply relative to the aged
electrical energy storage device. In certain embodiments, the
expected applications and expected loads indicate that the target
SOC is increased for an electrical energy storage device having a
degraded SOH. In other embodiments, the expected applications and
expected loads indicate that the target SOC is decreased for an
electrical energy storage device having a degraded SOH. All
described behaviors are exemplary and non-limiting.
[0144] In certain embodiments, the technique includes determining
the target SOC in response to an electrical energy storage device
throughput limit. An exemplary operation includes determining that
charging or discharging the electrical energy storage device will
exceed a throughput limit for the electrical energy storage device,
and the technique includes trimming the target SOC until the
throughput limit is not exceeded. In certain operations, the
technique includes determining that the draw frequency and amount
from the electrical energy storage device greatly exceeds the
electrical energy storage device throughput limit, and the
technique includes increasing the target SOC to build up a reserve
of power, or decreasing the target SOC to build up a reserve of
regenerating capacity. In certain embodiments, in response to the
electrical energy storage device being reached or exceeded, the
technique includes adjusting the target SOC such that the charging
or discharging rate is brought within the limits of the electrical
energy storage device. All described behaviors are exemplary and
non-limiting.
[0145] In certain embodiments, the technique includes determining
the target SOC in response to a first electrical torque provider
throughput limit. The first electrical torque provider provides
charging to the electrical energy storage device when the hybrid
power train operates in a series configuration. In certain
embodiments, the technique includes adjusting the target SOC such
that a charging rate of the electrical energy storage device does
not exceed the first electrical torque provider throughput limit.
In certain embodiments, the technique includes determining that the
draw frequency and amount from the electrical energy storage device
greatly exceeds the first electrical torque provider throughput
limit, and the technique includes increasing the target SOC to
build up a reserve of power, or decreasing the target SOC to build
up a reserve of regenerating capacity. All described behaviors are
exemplary and non-limiting.
[0146] In certain embodiments, the technique includes determining
the target SOC in response to a second electrical torque provider
throughput limit. The technique including determining the target
SOC in response to the second electrical torque provider throughput
limit operates with similar considerations related to those
described with respect to the first electrical torque provider
throughput limit preceding.
[0147] In certain embodiments, the technique includes determining
the target SOC in response to an operator braking behavior.
Exemplary operations to determine the target SOC in response to the
operator braking behavior include lowering the target SOC to
provide a reserve of regenerative capacity in response to frequent
operator braking behavior at a level that provides efficient
regeneration opportunity. Another exemplary operation includes
providing a target SOC that optimizes the health of the electrical
energy storage device in response to operator braking behavior that
is infrequent and/or that provides little regeneration opportunity.
All described behaviors are exemplary and non-limiting.
[0148] A further exemplary technique includes determining a SOH of
the electrical energy storage device, and further adjusting the
response to the SOC deviation in response to the SOH. An exemplary
operation includes increasing the response to the SOC deviation in
response to the SOH being reduced. An exemplary technique includes
adjusting a response to the SOC deviation in response to an
operating temperature of the electrical energy storage device, for
example increasing a response to the SOC deviation in response to a
lower operating temperature.
[0149] An exemplary technique includes operating a closed loop
controller having the SOC deviation as an error value, where the
closed loop controller includes an integral control term. The
closed loop controller accordingly brings the SOC to the target SOC
according to the response provided by the closed loop controller.
In certain embodiments, the target SOC is updated to provided
periodic charge or discharge of the electrical energy storage
device, and/or to allow the system to make a fuel efficient
adjustment by discharging the electrical energy storage device to
avoid an inefficient operation elsewhere in the system, and/or to
charge the electrical energy storage device to recover energy that
is made available elsewhere in the system.
[0150] Generally, the closed loop controller has a relatively long
response time to allow the system to realize the benefits of the
hybrid system by utilizing the electrical energy storage to smooth
inefficient transient operation. A relatively long response time
depends upon the system, especially the duty cycle of the
application, and the number and severity of transient operations in
the system. A highly transient system may have a wider range of SOC
target values and a relatively responsive closed loop controller. A
system with few transients and long periods of steady state
operation may have a narrower range of SOC target values and a
relatively soft closed loop controller. The described closed loop
controller is exemplary and non-limiting.
[0151] Another exemplary technique includes adjusting the SOC
deviation and/or a response to the SOC deviation, in response to
the machine power demand. In certain embodiments, a lower machine
power demand indicates a more aggressive response to the SOC
deviation, and a higher machine power demand indicates a softer
response to the SOC deviation. In the exemplary embodiment, when
the machine power demand is high, the response to the SOC deviation
is lowered such that operations to bring the SOC to the target SOC
do not interfere with the system responsiveness. In certain further
embodiments, the technique includes adjusting the SOC deviation
and/or a response to the SOC deviation in response to a rate of
change of the machine power demand. Where the rate of change of the
machine power demand is high, an exemplary technique includes
reducing the response to the SOC deviation. A change in the SOC
deviation may be implemented for any operation that adjusts the
response to the SOC deviation--generally reducing the SOC deviation
results in a lower response to the SOC deviation.
[0152] A further exemplary technique includes, in response to the
machine power demand being negative, increasing an SOC target for
the electrical energy storage device, where the SOC deviation is
determined in response to the SOC target. The operation to increase
the SOC target allows the system to capture an opportunistic
regeneration event and improve overall fuel economy. An additional
or alternative method includes, in response to the machine power
demand being high, reducing an SOC target for the electrical energy
storage device, where the state of charge deviation is determined
in response to the SOC target. The operation to decrease the SOC
target allows the system to remain responsive to a particular
operator demand.
[0153] Yet another exemplary set of embodiments is a technique,
including an operation to determine a machine shaft torque demand
and a machine shaft speed, and in response to the machine shaft
torque demand and the machine shaft speed, an operation to
determine a machine power demand. The technique further includes an
operation to determine a power division description between an
internal combustion engine, a first electrical torque provider, and
a second electrical torque provider, and an operation to determine
a hybrid power train configuration as one of series and parallel.
The technique further includes an operation to determine a baseline
power division description in response to a vehicle speed and the
machine power demand. The technique further includes an operation
to determine a SOC deviation for an electrical energy storage
device electrically coupled to the first electrical torque provider
and the second electrical torque provider, and adjusting the
baseline power division description in response to the SOC
deviation and the hybrid power train configuration.
[0154] The exemplary technique further includes an operation to
determine the SOC deviation for the electrical energy storage
device by determining a difference between a present SOC and a
target SOC. A further embodiment includes adjusting the SOC
deviation in response to a present vehicle speed, a temperature of
the electrical energy storage device, a state-of-health of the
electrical energy storage device, the machine power demand, and/or
an integrated state-of-charge deviation over time.
[0155] In certain embodiments, the baseline power division
description includes a total electrical contribution and a total
engine contribution, and the technique further includes, in
response to determining the hybrid power train configuration is
parallel, adjusting the baseline power division description by
dividing the total electrical contribution in response to the
machine shaft speed. A further embodiment includes determining a
net power flux to the electrical energy storage device in response
to the SOC deviation, where the adjusting the baseline power
division description is in response to the net power flux.
Additionally or alternatively, the technique includes dividing the
total electrical contribution in response to a first efficiency of
the first electrical torque provider at the machine shaft speed and
a second efficiency of the second electrical torque provider at the
machine shaft speed.
[0156] An exemplary technique further includes, in response to
determining the hybrid power train configuration is parallel,
adjusting the baseline power division description by commanding the
second electrical torque provider to achieve the machine power
demand, commanding the first electrical torque provider to provide
a net power flux to the electrical energy storage device, and
commanding the internal combustion engine to power the first
electrical torque provider.
[0157] Yet another exemplary set of embodiments is a technique,
including operating a hybrid power train having an internal
combustion engine and one or more electrical torque providers. The
technique further includes determining a machine power demand for
the hybrid power train, determining a power division between the
internal combustion engine and the electrical torque provider in
response to the machine power demand, determining a state-of-charge
(SOC) of an electrical energy storage device electrically coupled
to the at least one electrical torque provider, and interpreting a
target SOC for the electrical energy storage device in response to
a vehicle speed. The technique further includes determining an SOC
deviation for the electrical storage device, where the SOC
deviation includes a function of a difference between the SOC of
the electrical energy storage device and the target SOC of the
electrical energy storage device. The technique further includes
adjusting the power division in response to the SOC deviation.
[0158] In further embodiments, the technique includes decreasing
the target SOC in response to an increasing vehicle speed. An
exemplary technique includes adjusting the target SOC in response
to a temperature of the electrical energy storage device. A further
exemplary technique includes decreasing the target SOC in response
to a decreasing temperature of the electrical energy storage
device. In certain embodiments, the technique includes adjusting
one of the target SOC and the SOC deviation in response to a
state-of-health of the electrical storage device.
[0159] Yet another exemplary embodiment includes adjusting a cost
of the SOC deviation in response to a state of health of the
electrical energy storage device. In certain embodiments, the
technique includes operating a cost function utilizing an engine
cost function and an electrical cost function to determine the
power division between the engine and the electrical torque
provider(s), and further applying the cost of the SOC deviation to
adjust the power division and/or to determine a net power flux to
the electrical energy storage device. An exemplary technique
further includes increasing a cost of the SOC deviation in response
to a decreased state of health of the electrical energy storage
device.
[0160] In certain embodiments, the system includes a first
electrical torque provider and a second electrical torque provider,
and the power division is either an engine contribution and a total
electrical contribution, or the engine contribution, the first
electrical torque provider contribution, and the second electrical
torque provider contribution. where the power division is the
engine contribution and a total electrical contribution, the
technique includes an operation to determine the first electrical
torque provider contribution, and the second electrical torque
provider contribution from the total electrical contribution in
response to the efficiencies of the first electrical torque
provider and the second electrical torque provider at present
operating conditions.
[0161] In certain embodiments, the technique includes determining
the SOC deviation as a function of vehicle mass, electrical energy
storage device capacity, an electrical energy storage device power
limit (e.g. power throughput, influx current, effluent current,
etc.), a torque capacity of an electrical torque provider, a power
capacity of an electrical torque provider, and/or a detected
operator braking behavior. In certain embodiments, where a torque
capacity or a power capacity of an electrical torque provider is
utilized to determine the SOC deviation, the SOC deviation is
adjusted and/or a response to the SOC deviation is adjusted such
that the constraint of the torque capacity or power capacity is
maintained. In certain additional or alternative embodiments, where
the excess or deficient torque or power can be provided or absorbed
by another torque provider (e.g. the engine or another electrical
torque provider), the SOC deviation may be met and the constraint
of the torque capacity or power capacity is also maintained. In
certain embodiments, for example according to the cost functions of
the engine, the electrical torque providers, and the SOC deviation
cost, some adjustment of the SOC deviation is provided and some
excess or deficient torque or power is provided or absorbed.
[0162] Yet another embodiment includes determining the SOH of the
electrical energy storage device in response to a throughput event
of the electrical energy storage device, a SOC event of the
electrical energy storage device (e.g. the SOC reaching a high or
low SOC threshold value), a regeneration cycle event of the
electrical energy storage device, and/or an age of the electrical
energy storage device. The technique includes modeling a SOH of the
electrical energy storage device and/or applying rules to the
estimated SOH of the electrical energy storage device.
[0163] For example, a throughput event of the electrical energy
storage device (e.g. a very high draw current from a battery) may
be known to cause a failure in a known number of events, and/or a
known average degradation over a number of events. Accordingly, a
SOH effect of a single throughput event may be accumulated with
other wear indicators to provide an estimate of the SOH. In another
example, an SOC event of the electrical energy storage device may
be known to cause a failure in a known number of events, and/or a
known average degradation over a number of events. In the example,
a very low SOC event may be noted and the SOH incremented, and/or
an overcharge event of the electrical energy storage device may be
noted and the SOH incremented.
[0164] In another example, the electrical energy storage device may
be understood to experience a known amount of life loss per
regeneration cycle--for example and without limitation tracked by
triggering a first control flag at a threshold low SOC, and by
triggering a second control flag at a subsequent threshold high SOC
to indicate that a regeneration cycle has occurred. Each
regeneration cycle may be deemed to increment the electrical energy
storage device SOH by a predetermined amount.
[0165] In yet another example, the electrical energy storage device
may be understood to experience a loss in the SOH over time. For
example, and without limitation, the electrical energy storage
device may be a battery having a known loss with time, that may
further be a function of the battery temperature. Accordingly, an
accumulated aging amount may be added to the SOH accumulation from
one or more of the other indicators for the SOH. The aging amount
may be determined according to any resolution available from input
data (i.e. baseline aging data) and measured environment data (e.g.
time and average temperature) for the electrical energy storage
device. For example, a daily or hourly aging accumulation may be
applied, or a monthly or yearly aging accumulation may be
applied.
[0166] An exemplary technique includes determining the power
division and the adjusting the power division by operating a cost
comparison algorithm between achieving the machine power demand
with the internal combustion engine and the electrical energy
storage device(s). The exemplary technique may further adjust the
power division by operating the cost comparison algorithm including
a cost of the SOC deviation. The SOC deviation cost may be set to
apply the desired balance of SOC targeting and operational
responsiveness. Additionally or alternatively, an incremental cost
to the SOH may be calculated from the current effects of an SOC
devation on the electrical energy storage device SOH, and converted
into the same units as the engine cost function and electrical cost
function. In one example, if the SOH accumulates to 100,000 to
indicate that he electrical energy storage device requires
replacement, and the electrical energy storage device costs $10,000
to replace, each incremental unit of the SOH can be equated to
$0.10. The provide example is not specific to any system, but the
cost of replacement for an electrical energy storage device,
including the cost of service, downtime, and/or warranty costs, are
understood to one of skill in the art contemplating a particular
system.
[0167] Yet another exemplary set of embodiments is a technique,
including operating a hybrid power train including an internal
combustion engine and one or more electrical torque providers. The
technique further includes determining a machine power demand and,
in response to the machine power demand, determining a power
division description. The technique further includes, in response
to the power division description, operating the internal
combustion engine and the at least one electrical torque provider,
where operating the internal combustion engine includes starting
the internal combustion engine in response to determining a battery
SOC is about to fall below a limit.
[0168] Determining the battery SOC is about to fall below a limit
includes estimating a time to fall below the limit at current usage
and determining whether the estimated time is below a threshold.
The time is selected according to the certainty of the battery SOC
estimate, the extra power capacity of the system when operating on
the internal combustion engine, and the preferences of the operator
of the particular system. In certain embodiments, time values of 30
seconds, one minute, five minutes, or ten minutes, without
limitation, may be utilized. In certain embodiments, determining
the battery SOC is about to fall below a limit includes determining
that the battery SOC is below a second limit (higher than the first
limit) and that a rate of discharge is greater than a threshold
value. The selection of the limit for the battery SOC may be any
limit understood in the art, including a predetermined charge
amount, a charge amount capable of providing the machine power
demand for a predetermined period of time, and/or a limit selected
to ensure enough power remains to start the engine (potentially
further corrected for the power draw that will be available under
current ambient conditions, or a conservatively determined set of
ambient conditions).
[0169] In certain embodiments, the technique includes performing
engine shutdown and engine startup operations with at least one
time hysteresis value. The engine shutdown operation may include a
first time hysteresis value (e.g. the engine must run for at least
two minutes before a subsequent shutdown) and the engine startup
operation may include a second time hysteresis value (e.g. the
engine must be shut down for at least five minutes before a
subsequent startup). The selected startup and shut down times are
determined according to any criteria desired, including operator
convenience or expectation, total start/stop cycles desired over
the life cycle of the system, and/or any operational parameters
such as system temperatures, oil pressures, or other parameters
where it may be desirable to avoid rapid start/stop cycles of the
engine.
[0170] An exemplary technique includes determining an engine
shutdown time hysteresis value in response to a turbocharger
temperature. For example, where a turbocharger temperature is
elevated, it is undesirable to shut down the engine rapidly, and
accordingly a shut down timer may be implemented to provide time
for the turbocharger to cool before the engine is shut down.
Further exemplary embodiments include determining a turbocharger
temperature value, and preventing the engine shutdown operation in
response to the turbocharger temperature value exceeding a
threshold. The temperatures at which thermal wear or damage can
occur to the turbocharger are understood to one of skill in the art
contemplating a particular system.
[0171] In certain embodiments, the technique includes determining
that an engine shutdown operation is requested and/or imminent, and
the technique further includes performing an engine-based
turbocharger cooldown operation in response to the requested or
imminent engine shutdown operation. The engine-based turbocharger
cooldown operation includes operating the engine for a period of
time before the shutdown, operating the engine at a reduced load
value for a period of time, operating the engine at an operating
condition selected to cool the turbocharger for a period of time,
and/or operating the engine until the turbocharger temperature
cools to a threshold level.
[0172] Certain exemplary embodiments include operating the internal
combustion engine by starting the internal combustion engine in
response to determining that a power demand is about to exceed an
electrical limit. The electrical limit may be a power or torque
limit of one of the electrical torque providers, a throughput limit
of the power electronics of one of the electrical torque providers,
and/or a throughput limit of an electrical bus of the system, where
the bus communicates electricity between the battery, the
electrical torque providers, and/or vehicle accessories. When the
internal combustion engine starts, the internal combustion engine
can provide some of the machine power demand and relieve the
electrical limit that is about to be exceeded. The determination of
when the electrical limit is about to be exceeded is a mechanical
step for one of skill in the art having the benefit of the
disclosures herein. In certain embodiments, the system reserves
enough capacity before the electrical limit is exceeded such that
the engine can be started within the electrical limit while meeting
the machine power demand.
[0173] Another exemplary embodiment includes determining that a
battery throughput limit is about to be exceeded. The battery
provides ongoing power to the accessories and to the electrical
torque providers. When the battery throughput is about to be
exceeded, the engine starting relieves some of the torque burden of
the electrical torque providers which then relieves the battery
throughput limit. In certain embodiments, where accessory draw
alone may exceed a battery throughput limit, the engine can power
the second electrical torque provider in a generating mode to
provide power to the electrical bus and relieve the battery. The
determination of when the battery throughput limit is about to be
exceeded is a mechanical step for one of skill in the art having
the benefit of the disclosures herein. In certain embodiments, the
system reserves enough capacity before the battery throughput limit
is exceeded such that the engine can be started within the battery
throughput limit while meeting the machine power demand.
[0174] In certain embodiments, a technique includes determining
that a power demand rate of increase exceeds a limit. In certain
embodiments, the power demand rate of increase is high enough that,
although an electrical limit is not imminent, the engine is started
to ensure that the machine power demand can be met even if the
power demand rate of increase persists. The threshold power demand
rate of increase that indicates an engine start is selected
according to the preference of one of skill in the art, but an
exemplary non-limiting value includes a value consistent with a
threshold power event such as that observed with a hill climb or
merging event, and/or a threshold power request such as an
accelerator pedal pressed past 80% or other selected value.
[0175] In certain embodiments, the technique includes operating the
internal combustion engine by starting the internal combustion
engine in response to determining that a battery SOC is below a
threshold and/or determining that a power demand is above a
threshold. An exemplary technique further includes determining an
engine start capability index of an electrical torque provider, and
operating the internal combustion engine by starting the internal
combustion engine in response to the engine start capability index
being below a first threshold.
[0176] The engine start capability index may be determined from any
criteria known in the art, including without limitation, an excess
power deliverability of the second electrical torque provider, an
excess power deliverability of the power electronics corresponding
to the second electrical torque provider, and/or an excess battery
throughput deliverability to the second electrical torque provider.
Where an excess power deliverability is less than a threshold
greater than a power required to start the engine, the technique
includes starting the engine. Where the excess power deliverability
is degrading and the system is imminently going to be unable to
start the engine, the technique includes starting the engine. For
example, the technique includes operating the internal combustion
engine by starting the internal combustion engine in response to
determining that the engine start capability index is about to fall
below a second threshold. Any system parameter affecting the excess
power deliverability may be utilized to determine the excess power
deliverability, including at least a maximum torque or power output
of the second electrical torque provider relative to the machine
power demand and the available torque or power from the first
electrical torque provider, a temperature of the second electrical
torque provider, a temperature of the power electronics
corresponding to the second electrical torque provider, and/or a
temperature of the battery.
[0177] In certain embodiments, the technique includes allowing an
internal combustion engine shutdown in response to the hybrid power
train operating in a series mode. An exemplary technique includes
preventing an internal combustion engine shutdown in response to
the internal combustion engine operating in a thermal management
mode and/or a warm-up mode. The warm-up mode may be determined
according to the engine recently starting after a predetermined
period of time, according to an oil temperature and/or an engine
coolant temperature, and additionally or alternatively according to
an ambient temperature being below a threshold value. The thermal
management mode may be determined according to an aftertreatment
component being in an active regeneration state, a system component
downstream of the engine requesting a temperature value, and/or
according to a control state of the system marking the engine as
being in a thermal management mode.
[0178] Yet another exemplary set of embodiments is a system. The
system includes a hybrid power train having an engine, a first
electrical torque provider, and a second electrical torque
provider, and a load mechanically coupled to the hybrid power
train. The hybrid power train further includes a clutch coupled to
the engine and the second electrical torque provider on a first
side, and coupled to the first electrical torque provider and the
load on a second side. The system further includes an electrical
energy storage device electrically coupled to the first electrical
torque provider and the second electrical torque provider, and a
controller structured to functionally execute operations to control
the hybrid power train. The controller implements a time-based
hysteresis on clutch engage-disengage.
[0179] In certain embodiments, the controller further smooths
torque and/or power commands for the engine and the second
electrical torque provider in response to determining that a clutch
engage-disengage event is one of occurring or imminent. An
exemplary operation to smooth the torque and/or power commands
includes applying a rate limiter and/or a low-pass filter to the
engine and/or electrical torque provider torque and/or power
commands. In certain embodiments, the controller performs the
smoothing with a time constant that is fast relative to a highly
transient operator torque request. For example, where the system
should respond within 200 milliseconds to an operator request from
0% to 100% torque, the controller applies a time constant that is
lower than 200 milliseconds to the torque/power commands. An
exemplary embodiment includes providing the system time constant at
about 5 times the expected response (i.e. about 40 milliseconds in
the example), although slower responding times are also
contemplated herein, including time constants at about 2 times or 3
times the expected response.
[0180] The determination that a clutch engage-disengage event is
occurring or imminent may be determined according to a very rapid
change in a difference between a first shaft coupled to the engine
and the second electrical torque provider and a second shaft
coupled to the first electrical torque provider and the load.
Additionally or alternatively, the determination that the clutch
engage-disengage event is occurring includes tracking a clutch
position signal.
[0181] In certain embodiments, the controller provides a zero
torque command to the second electrical torque provider in response
to one of a clutch engaging event and/or a clutch disengaging
event.
[0182] In certain embodiments, the system includes the first shaft
coupling the clutch to the engine and the second electrical torque
provider, and the second shaft coupling the clutch to the first
electrical torque provider and the load. The exemplary controller
closes the clutch in response to determining whether a speed of the
first shaft is within a predetermined speed threshold value of a
speed of the second shaft. An exemplary system further includes the
controller operating a closed loop controller on a position of the
clutch, where the clutch position error value is determined in
response to a difference between the speed of the first shaft and
the speed of the second shaft. The clutch responding to the closed
loop controller is, in one embodiment, a non-binary clutch having
multiple engagement values between fully open and fully closed. In
certain embodiments, the closed loop controller includes an
integral error term.
[0183] Yet another exemplary set of embodiments is a technique,
including operating a hybrid power train including an internal
combustion engine, one or more electrical torque providers, and an
electrical energy storage device electrically coupled to the
electrical torque provider(s). The technique further includes
determining a machine power demand, and in response to the machine
power demand, determining a power division description. In certain
embodiments, the technique further includes interpreting a SOH for
the electrical energy storage device, and adjusting the power
division description in response to the SOH for the electrical
energy storage device.
[0184] In certain embodiments, the technique further includes
determining a SOC target for the electrical energy storage device
in response to the SOH for the electrical energy storage device,
and further adjusting the power division description in response to
the SOC target for the electrical energy storage device. An
exemplary technique further includes determining the SOC target in
response to a charging energy efficiency for the electrical energy
storage device. A still further exemplary technique includes
determining the SOC target in response to a charge-discharge energy
cycle efficiency for the electrical energy storage device.
[0185] In certain embodiments, the technique includes determining a
discharge rate limit for the electrical energy storage device, and
further adjusting the power division description in response to the
discharge rate limit. An exemplary technique further includes
determining the discharge rate limit in response to a SOH of the
electrical energy storage device, a power bus deliverability value,
a motor limit for an electrical torque provider, and/or an
accessory load value. The accessory load value is the amount of
energy or power the accessories are presently drawing from the
electrical bus and/or the electrical energy storage device. Another
exemplary technique includes determining the discharge rate limit
in response to a power electronics throughput limit, where the
power electronics is positioned between the electrical energy
storage device and an electrical torque provider.
[0186] An exemplary technique further includes determining a charge
rate limit for the electrical energy storage device, and further
adjusting the power division description in response to the charge
rate limit. A still further exemplary technique includes
determining the charge rate limit in response to a SOH of the
electrical energy storage device, a power bus deliverability value,
a motor limit for one of the electrical torque providers, and/or an
accessory load value. In certain embodiments, the technique further
includes determining the discharge rate limit in response to a
power electronics throughput limit, where the power electronics is
positioned between the electrical energy storage device and an
electrical torque provider.
[0187] Yet another exemplary set of embodiments is a technique,
including operating a hybrid power train including an internal
combustion engine and one or more electrical torque providers,
determining a machine power demand, determining an audible noise
limit value for the internal combustion engine, and determining a
power division description in response to the machine power demand
and the audible noise limit value. The technique further includes
operating the internal combustion engine and the electrical torque
provider(s) in response to the power division description. An
exemplary technique further includes interpreting a noise input
signal, and determining the audible noise limit value in response
to the noise input signal. The noise input signal may be provided
by a user input. An exemplary user input include a switch with a
high/low noise setting, which may be tied to other system controls
such as a switch that disables compression braking in an urban
environment. In certain embodiments, the technique includes
interpreting the noise input signal as a response to a vehicle
being in a reverse gear, for example providing a minimum noise
level in response to the vehicle being in the reverse gear. The
described user inputs are exemplary and non-limiting.
[0188] In certain embodiments, the audible noise limit value is a
maximum noise level and/or a minimum noise level. An exemplary
technique includes determining the power division in response to
the audible noise limit by limiting a rate of change of engine
power output. The limiting of the rate of change of the engine
power output includes a maximum rate of change and/or a minimum
rate of change to provide engine operation consistent with the
maximum or minimum audible noise level. In certain embodiments, the
technique includes determining the audible noise rate limit value
for the internal combustion engine, and adjusting the power
division description in response to the audible noise rate limit
value. For example, a high noise level may be acceptable, but a
high rate of change of the noise level may be undesirable, and the
technique includes limiting the audible noise rate limit value
accordingly.
[0189] Yet another exemplary set of embodiments is a procedure for
calibrating a hybrid power train control, and for controlling the
hybrid power train. The procedure includes an operation to define
an application operating cycle, and an operation to define a number
of behavior matrices for a hybrid power train that powers the
application. Each behavior matrix corresponds to operations of the
hybrid power train operating in a parallel configuration, where the
operations of the power train include operations of the power
providing components that form a portion of the hybrid power train.
The power providing components include an internal combustion
engine and at least one electrical torque provider. For example, an
exemplary behavior matrix includes a power contribution for an
internal combustion engine and an electrical system as a function
of a machine power demand and a machine shaft speed. The power
contribution for the electrical system may be a single power
contribution for the entire electrical system, or a specific power
contribution for each electrical torque provider within the
electrical system.
[0190] Where the behavior matrix provides the single power
contribution for the entire electrical system, another procedure
may be utilized downstream to determine the optimal contributions
from each of the electrical torque providers to achieve the single
power contribution for the entire electrical system. In certain
embodiments, when the hybrid power train is operating in a series
configuration, a first electrical torque provider provides the
entire machine power demand, and the internal combustion engine
provides power to maintain a battery or electrical energy storage
device SOC.
[0191] The procedure further includes determining a number of
behavior sequences, where each behavior sequence corresponds to one
of the behavior matrices and includes a sequential set of values
created from the corresponding behavior matrix applied sequentially
to the application operating cycle. For example, the application
operating cycle includes a sequential series of machine power
demand and machine shaft speed values over a period of time, and
the behavior sequence is the resultant sequential set of values
created by applying the corresponding behavior matrix to the
application operating cycle. The application operating cycle can be
determined by any method understood in the art, including at least
providing a model application operating cycle and/or determining
the application operating cycle from GPS values for a contemplated
driving route.
[0192] The procedure further includes confirming a feasibility of
each of the behavior sequences, and determining a fitness value
corresponding to each of the feasible behavior sequences. The
exemplary procedure includes confirming the feasibility of each
behavior sequence by determining whether an electrical limit is
exceeded in the corresponding behavior sequence. For example, if a
battery SOC range is exceeded (high or low), a torque or power
output of one of the electrical torque providers is exceeded,
and/or a power throughput of the battery or power electronics is
exceeded, the behavior sequence is determined to be not feasible.
In certain embodiments, the battery SOC is not utilized to
determine the feasibility of the behavior sequence.
[0193] Another exemplary procedure includes an operation to confirm
the feasibility of each behavior sequence by determining whether an
emissions limit is exceeded in the corresponding behavior sequence.
The emissions limit may be an aggregate limit (e.g. a certain
amount of NOx per power-time utilized in the behavior sequence), a
specific limit (e.g. operation at a disallowed point or emissions
output), excessive operation in a designated NTE zone, or other
limit understood in the art.
[0194] In certain additional or alternative embodiments, the
procedure includes confirming the feasibility of each behavior
sequence by determining whether an aftertreatment regeneration
capability is provided in the corresponding behavior sequence.
Determining whether the aftertreatment regeneration capability is
provided includes determining whether aftertreatment regeneration
conditions are provided by the behavior sequence, whether other
operations of the system could provide the aftertreatment
regeneration conditions during the behavior sequence, and/or
whether the behavior sequence otherwise provides conditions such
that an aftertreatment regeneration is not required. Any other
operation known in the art to determine whether the behavior
sequence is feasible in light of a contemplated aftertreatment
system is understood to be included herein.
[0195] The operation to determine the fitness function of the
feasible behavior sequences includes, in one example, determining a
cost parameter comprising the aggregate cost of the behavior
sequence. The cost parameter may be determined in currency units
(e.g. dollars), emissions units, fuel consumption units, and/or as
a unitless index value. Further, an exemplary operation includes
determining ancillary costs and applying those to the fitness
function. For example, where modified engine operations are
required to achieve aftertreatment regeneration, a pro-rated
aftertreatment regeneration cost is applied to the fitness
function. In a further example, if the behavior sequence provides
20% of the particulates that are required before a particulate
filter must be regenerated (i.e. after five executions of the
behavior sequence, the particulate filter would require
regeneration), and the exhaust temperatures of the engine are such
that an amount of assistance is required to successfully achieve
the regeneration, then 1/5.sup.th of the cost of the amount of
assistance is applied to the fitness function for the behavior
sequence. One of skill in the art, having the benefit of the
disclosures herein, can construct a fitness function that optimizes
the parameter of interest, or the weighted set of parameters of
interest, for the system.
[0196] The procedure further includes an operation to determine
whether a convergence value indicates that a successful convergence
has occurred in response to the fitness value corresponding to each
of the feasible behavior sequences. An exemplary determination of
whether the convergence value indicates a successful convergence is
determining that a best fitness function from the set of fitness
functions corresponding to the behavior sequences is more favorable
than a threshold fitness value. Another exemplary determination of
whether the convergence value indicates a successful convergence is
determining that a best fitness function from a generation of the
behavior sequences is less than a threshold value more favorable
than a a best fitness function from a previous generation of
behavior sequences. Yet another exemplary determination of whether
the convergence value indicates a successful convergence is
determining that a predetermined number of generations of the
behavior sequences have provided less than a threshold value of
progress in a best fitness function.
[0197] The best fitness function may be replaced with an average
fitness function, or an average of a subset of the best fitness
functions, or by other parameters determined in response to the
fitness functions of a generation of behavior sequences. The
described operations for determining a convergence value are
exemplary and non-limiting. Any convergence determination or
algorithm understood in the art is contemplated herein.
[0198] Where the successful convergence has not occurred, the
procedure includes determining a number of child behavior matrices
in response to the number of behavior matrices, confirming the
feasibility of each of the child behavior sequences resulting from
the child behavior matrices, and determining the fitness value
corresponding to each of the feasible child behavior sequences. The
procedure further includes determining again whether the
convergence value indicates that the successful convergence has
occurred, in response to the fitness value corresponding to each of
the feasible child behavior sequences.
[0199] An exemplary procedure includes determining a number of
child behavior matrices by selecting a number of parent behavior
matrices from the behavior matrices in response to the
corresponding fitness functions. A further exemplary procedure
includes selecting parent behavior matrices by selecting the most
fit behavior matrices, and/or selecting behavior matrices having a
survival probability related to the corresponding fitness function.
Each parent behavior matrix may produce one child, or more than one
child, with the number of child behavior matrices further
determined according to the fitness function of the parent behavior
matrix. Each child may likewise include any number of parent
matrices, with an exemplary number of parent matrices being two. In
certain further embodiments, the procedure includes crossing over
behavior parameters between two or more parent behavior matrices to
determine a child behavior matrix. In certain further embodiments,
the procedure includes applying a random change to a parameter of
the child behavior matrix.
[0200] The rate of random change (i.e. mutations) and the number of
parameters subject to mutation are selectable parameters. A higher
mutation rate may provide a faster convergence and be more
resilient to behavior systems having many local minima. However, a
mutation rate that is too high can cause an unstable solution
progression and prevent convergence. One of skill in the art,
having the benefit of the disclosures herein, can select
appropriate values for the mutation rate to provide the desired
convergence time and overall optimization certainty. Where the
convergence time is too long, the mutation rate is decreased, and
where the certainty of the optimization is in question, a number of
generations can be operated with an increased mutation rate.
[0201] Where the successful convergence has occurred, the procedure
includes determining a calibration matrix in response to the
behavior matrices and the fitness values. The calibration matrix is
selected from the matrices--behavior matrices or child behavior
matrices--that correspond to the successful convergence check, i.e.
the group of matrices from the convergent generation. An exemplary
operation includes selecting a behavior matrix having the best
fitness function. The technique further includes providing the
calibration matrix to a hybrid power train controller, and
operating a hybrid power train with the hybrid power train
controller.
[0202] In an exemplary embodiment, the behavior matrices (the first
generation and the child behavior matrices) include a number of
hybrid power train operating conditions, and a behavior vector
corresponding to each of the hybrid power train operating
conditions. The behavior vector includes a power division
description for the power providing devices. The power division
description includes a power contribution for an internal
combustion engine and a power contribution for an electrical
system, or a power contribution for the internal combustion engine
and a power contribution for each of the electrical torque
providers. In certain embodiments, the number of hybrid power train
operating conditions include a machine shaft speed and a machine
power demand.
[0203] In certain embodiments, the power division description
includes a total electrical contribution and an internal combustion
engine contribution. In certain further embodiments, the power
division description includes an internal combustion engine
contribution, a power contribution of a first electrical torque
provider, and a power contribution of a second electrical torque
provider.
[0204] In certain embodiments, each contribution includes a
discrete number of possible states, and each behavior matrix
includes the discrete number of possible states corresponding to
the contribution. In one example, the internal combustion engine
contribution includes 1,024 states between horsepower values from
-600 hp to +475 hp (for example in an engine having a compression
brake capable of 600 hp of braking power and 475 hp of propulsion
power), where the 1,024 states may be evenly divided or divided by
any other scheme understood in the art.
[0205] In certain further embodiments, the discrete number of
possible states corresponding may be varied as a characteristic
changeable between a behavior matrix and a child behavior matrix,
or a characteristic differing between two parent matrices and
inheritable by the child matrix, and/or as a mutatable parameter.
Where the discrete number of states of the child behavior matrix
differ from the discrete number of states of a parent behavior
matrix, the child behavior matrix may include interpolated or
extrapolated values to approximate the parent behavior matrix.
Accordingly, the genetic algorithm further divides the engine
and/or electric motors into a number of discrete operating states
(e.g. power output values), and converges on the beneficial number
of the discrete operating states. Additionally or alternatively,
the fitness function may be constructed to implement a cost to the
number of operating states (e.g. based on incremental computing
cost from storing larger power division description tables). In
certain embodiments, the number of discrete operating states for
the internal combustion engine is allowed to vary, but the number
of discrete operating states for the electrical system, and/or the
number of discrete operating states for each electrical torque
provider is fixed.
[0206] In certain embodiments, the procedure includes determining
whether the convergence value indicates that the successful
convergence has occurred by determining whether an incremental
improvement in a characteristic fitness value is lower than a
convergence threshold value. In certain embodiments, the
characteristic fitness function includes a best fitness value. In
certain further embodiments, the method includes performing a
sensitivity check on a behavior matrix corresponding to the best
fitness value. An exemplary operation to perform a sensitivity
check includes determining whether an incremental improvement in
the characteristic fitness value exceeds an acute convergence
threshold value.
[0207] In certain embodiments, the application operating cycle
includes a driving route. Additional or alternative embodiments
include the application operating cycle having a number of discrete
driving routes having a similar duty cycle characteristic. In one
example, a number of similar urban delivery routes may be included,
and the application operating cycle includes the sum of the
delivery routes (e.g. the routes placed together sequentially).
[0208] In certain embodiments, the procedure includes determining a
number of calibration matrices, each calibration matrix
corresponding to one of a number of application operating cycles,
where each of the application operating cycles corresponds to a
distinct duty cycle characteristic. The distinct duty cycle
characteristic is a characteristic known, expected, or observed to
provide a distinct optimal hybrid power train behavior. For example
and without limitation, a first duty cycle characteristic may be
level road long haul trucking, a second duty cycle characteristic
may be rolling hills combined with interspersed mountain climbs and
descents, and a third duty cycle characteristic may be a heavy load
urban delivery route. Any selected duty cycle characteristic is
contemplated herein.
[0209] In certain further embodiments, the procedure further
includes determining a real-time duty cycle characteristic of the
hybrid power train, and selecting one of a number of calibration
matrices in response to the real-time duty cycle characteristic,
and further in response to the distinct duty cycle characteristics
corresponding to the observed application operating cycles during
the operation of the hybrid power train. In certain embodiments,
the procedure includes selecting one of the calibration matrices,
and/or interpolating between two of the calibration matrices in
response to the real-time duty cycle characteristic and the
distinct duty cycle characteristics corresponding to the
application operating cycles.
[0210] In certain embodiments, the parallel configuration
constrains the engine, the first electrical torque provider, and
the second electrical torque provider to operate at one of a
uniform speed or at a fixed ratio of speeds. For example a gear
positioned between the engine and the first electrical torque
provider may constrain the first electrical torque provider to
operate at a fixed ratio relative to the engine.
[0211] An exemplary fitness value includes a fuel economy cost
and/or an emissions cost. An exemplary fitness value further
includes a secondary cost of emissions. An exemplary secondary cost
of emissions includes a service life cost of an aftertreatment
device (e.g. an incremental service life lost due to subsequent
regeneration increment to eliminate the received emissions
increment), an operating cost of the aftertreatment device (e.g.
urea or NH.sub.3 usage to respond to the received emissions),
and/or an aftertreatment device regeneration cost of the
aftertreatment device.
[0212] An exemplary procedure includes downloading run-time data of
the hybrid power train to an external computer, selecting at least
a portion of the run-time data as an application operating cycle,
and generating a second calibration matrix in response to the
run-time data. The external computer includes a computer on-board a
vehicle having the hybrid power train, and/or a computer external
the vehicle having the hybrid power train.
[0213] In one example, the external computer is a fleet computer,
and a fleet owner operates the calibration routine on the real
run-time data of the controller after downloading the run-time data
from the controller. In certain embodiments, the system thereby
responds to a change in the driving route or drive cycle, including
responses to a change in a driver, a change in a traffic pattern, a
seasonal change in the driving route, and/or a change in the
utilization of the vehicle. The downloaded data, or a portion of
the downloaded data, may be utilized after each vehicle long cycle,
for example every 10 days on a long haul vehicle that averages 10
days away from the fleet home. Accordingly, the response time of
the calibration of the controls is selectable in a manner that is
sensible for the application, and that can respond with improved
controls within one driving route execution.
[0214] An exemplary procedure includes utilizing the original
calibration matrix as a parent behavior matrix. The utilization of
the original calibration matrix as a parent behavior matrix bounds,
to an extent, the output of the updated calibration matrix and
limits the amount of change experienced by a vehicle operator
within a single update of the calibration matrix. An additional or
alternative embodiment includes limiting an amount of change
between the calibration matrix and the second calibration matrix.
In certain embodiments, limiting the amount of change includes
incrementally moving a current calibration matrix to a more optimal
calibration matrix over a period of time, and/or only partially
applying a more optimal calibration matrix to a current calibration
matrix, and potentially re-checking the run-time data before
further changes in the calibration matrix.
[0215] In certain embodiments, the run-time data is compressed and
stored on a controller of the hybrid power train until the
downloading. Any compression operation known in the art is
contemplated herein. The compression may be lossless, for example
by lumping redundant speed-power values, accessing externally
available data with labels rather than using the raw data such as
labeling highway route data, and/or any other lossless compression
known to one of skill in the art having the benefit of the
disclosures herein. The compression may, alternatively or
additionally, be lossy--for example providing time averaged samples
of the data, providing Fourier compressed data values (or other
similar compression mechanisms for sequential data), or by any
other method understood in the art. The use of compressed data
allows the controller to provide the data to an external computer
more rapidly, and further allows the data to be stored without
taking up as much memory in the controller where, for embedded
controllers, memory space is often at a premium.
[0216] Yet another exemplary set of embodiments is a system,
including a hybrid power train having an internal combustion engine
and an electrical system, the electrical system including a first
electrical torque provider, a second electrical torque provider,
and an electrical energy storage device electrically coupled to the
first electrical torque provider and the second electrical torque
provider. The system further includes a controller structured to
perform certain operations for controlling a hybrid power
train.
[0217] The controller determines a power surplus value of the
electrical system, determines a machine power demand change value,
and operates an optimum cost controller to determine a power
division for the engine, first electrical torque provider, and
second electrical torque provider in response to the power surplus
value of the electrical system being greater than or equal to the
machine power demand change value. An exemplary controller further
operates a rule-based controller to determine the power division
for the engine, first electrical torque provider, and second
electrical torque provider in response to the power surplus value
of the electrical system being less than the machine power demand
change value. In certain embodiments, the controller includes
operating the rule-based controller in response to the machine
power demand change value exceeding a threshold, even where the
first electrical torque provider has a power surplus value.
[0218] An exemplary system further includes the controller
determining the power surplus value of the first electrical torque
provider in response to the electrical system having power delivery
availability to meet the machine power demand change value. The
determination of power delivery availability may include
determining that the first electrical torque provider has
sufficient torque and/or power producing (or generating) capacity,
a determination that power electronics for the first electrical
torque provider have sufficient power transfer capability, and/or
that the electrical energy storage device has sufficient charge,
storage capacity, and/or power throughput available such that the
first electrical torque provider can meet the machine power demand
change value, or the machine power demand change value plus a
threshold margin.
[0219] In certain embodiments, the controller determines the power
surplus value in response to a torque rating of the first
electrical torque provider, a torque rating of the second
electrical torque provider, an accessory load, a throughput rating
of the electrical energy storage device, an SOC of the electrical
energy storage device, a throughput rating of a first power
electronics interposed between the electrical energy storage device
and the first electrical torque provider, and/or a throughput
rating of a second power electronics interposed between the
electrical energy storage device and the second electrical torque
provider.
[0220] In certain embodiments, the controller further operates the
optimum cost controller by incrementally changing a power provided
by the engine in a first execution cycle, and determining whether
the incrementally changed power improved a power cost value. An
exemplary operation includes providing the incremental change first
in one direction, until a change in sign is observed in the rate of
change of the power cost value, then reversing the direction of the
incremental change. In certain embodiments controller further
applies a random noise value to the incrementally changing power
provided by the engine. The random noise value may, in certain
embodiments, reverse the direction of the incremental change,
without changing the intended direction of the incremental change.
For example, a present power division description may include 60%
of the power provided by the internal combustion engine and 40% of
the power provided by the electrical system, with the direction of
the incremental change being toward more power from the internal
combustion engine. In the example, a next execution cycle may
nominally include an incremental change value of 1%, for an initial
next power division description of 61% engine, 39% electrical.
Where the random noise value applies a 2% decrease to the engine
power contribution, the actually applied next power division
description is 59% engine, 41% electrical system, with the intended
direction continuing to be toward more engine power unless the
decrease in the engine power shows a better cost outcome.
[0221] The random noise value, in certain embodiments, includes an
amplitude selected in response to an expected local minima depth
property of a response surface of the hybrid power train. The
hybrid power train includes an operating cost surface that, in
certain operating conditions, is susceptible to local minima on the
cost response. For example, a large number of variations in the
operating conditions (e.g. wide variety of traffic patterns and
geographic differences), and/or a large number of devices having
constraints (electric motor/generators, power electronics, internal
combustion engine, battery and/or other storage devices) are
indicators that local minima may be present. Devices having large
differences between constrained or unconstrained behavior, and/or
high turndown ratios (a large difference between minimal and
maximal output) are indicators that local minima may be
significantly deep--deep enough that a standard incremental change
amount may walk over or be stuck within one of the local minima.
Accordingly, the amplitude of the random noise value may be
increased in situations where a large number of local minima,
and/or local minima having significant depth are indicated.
[0222] In certain embodiments, the controller increases an
amplitude of the incremental change in response to an increasing
rate of change of the power cost value. For example, the controller
determines the rate of change of the power cost value in response
to an incremental change, and where the rate of change of the power
cost value is increasing, the controller increases the amplitude of
the incremental change. In a further example, the controller
increases the internal combustion engine contribution from 25% to
28% of the machine power demand (a 3% incremental change). In a
first exemplary response, the rate of change of the power cost
value increases from 20 units/second to 30 units/second. Since the
rate of change of the power cost value is positive and increasing,
the controller in the example increases the amplitude of the
incremental change to a value greater than the 3% (subject to the
random noise effects, where present). In a second exemplary
response, the rate of change of the power cost value increases from
-20 units/second to -30 units/second. Since the rate of change of
the power cost value is negative and increasing, the controller in
the example increases the amplitude of the incremental change to a
value greater than the 3%, and switches the sign of the incremental
change since the cost outcome is getting worse. The described
responses are exemplary and non-limiting.
[0223] In certain further embodiments, the controller further
operates the optimum cost controller as a closed loop controller
having an error value determined in response to a slope of the
power cost value with time. In one example, the closed loop
controller targets a slope of the power cost value with time of
zero, and more specifically a zero slope corresponding to a minimum
cost value or corresponding to a maximum benefit value. An
exemplary optimum cost controller includes a proportional-integral
controller. In certain embodiments, the system further includes the
controller commanding the first electrical torque provider to meet
the machine power demand change value.
[0224] In certain embodiments, the controller operates the
rule-based controller by responding to increasing power demand by,
in order and until the power demand is achieved, increasing power
of the first electrical torque provider, increasing power of the
second electrical torque provider, and increasing power of the
engine. In certain embodiments, the controller operates the
rule-based controller by responding to decreasing power demand by,
in order and until the power demand is achieved, decreasing power
of the first electrical torque provider, decreasing power of the
second electrical torque provider, and decreasing power of the
engine. An exemplary controller further limits the first electrical
torque provider and the second electrical torque provider to a
minimum zero torque until the engine reaches a minimum torque value
during a decreasing power demand. Alternatively, the exemplary
controller applies a maximum generating torque of the first
electrical torque provider, then applies a maximum generating
torque of the second electrical device during a decreasing power
demand until the power demand is achieved.
[0225] An exemplary system further includes a clutch positioned
with the first electrical torque provider and a load on a first
side and with the internal combustion engine and the second
electrical torque provider on a second side. The clutch in a closed
position provides the hybrid power train in a parallel
configuration, and the clutch in an open position provides the
hybrid power train in a series configuration. An exemplary system
further includes, in response to determining the clutch is open and
the power surplus value is less than the machine power demand
change value, the controller commanding the clutch to close.
Another exemplary system includes, in response to determining the
clutch is open and the power surplus value is less than the machine
power demand change value, and further in response to determining
the clutch is disallowed from closing, the controller commanding
the first electrical torque provider to one of a maximum or minimum
torque position.
[0226] As is evident from the figures and text presented above, a
variety of embodiments according to the present invention are
contemplated.
[0227] A first set of exemplary embodiments is a method, including
determining a machine shaft torque demand and a machine shaft
speed, and in response to the machine shaft torque demand and the
machine shaft speed, determining a machine power demand. The method
further includes, in response to determining the machine shaft
speed is zero and the machine shaft torque demand is greater than
zero, adjusting the machine power demand to a non-zero value. The
method further includes determining a power division description
between an internal combustion engine and one or more electrical
torque providers, and operating the internal combustion engine and
the electrical torque providers in response to the power division
description.
[0228] Certain further exemplary embodiments of the method are
described following. An exemplary method further includes
determining an engine cost function that includes an engine
operating cost as a function of engine power output, determining an
electrical cost function that includes an electrical torque
provider operating cost as a function of the electrical torque
provider power output, where the method includes determining the
power division description in response to the engine cost function
and the electrical cost function. An exemplary embodiment further
includes the electrical cost function having an efficiency of
corresponding power electronics, where the power electronics are
electrically positioned between the corresponding electrical torque
provider and an electrical energy storage device. The electrical
cost function may further include a generating operating region,
and the electrical cost function may include an electrical energy
storage efficiency and/or an electrical energy storage efficiency
and recovery efficiency (i.e. the entire storage and recovery cycle
efficiency).
[0229] An exemplary method further includes determining a second
electrical cost function that includes a second electrical torque
provider operating cost as a function of a second electrical torque
provider power output, where the method includes determining the
power division description further in response to the engine cost
function, the electrical cost function, and the second electrical
cost function. An exemplary second electrical cost function further
includes an efficiency of the power electronics corresponding to
the second electrical torque provider. In certain embodiments, the
second electrical cost function includes a generating operating
region, and accounts for a second storage efficiency and/or a
second storage and recovery cycle efficiency.
[0230] In certain embodiments, the method includes one or more
hybrid power train operating modes. In a first operating mode, the
method includes disengaging a clutch between the internal
combustion engine and the first electrical torque provider, and
providing all of the machine power demand with the first electrical
torque provider. In a second operating mode, the method includes
engaging the clutch between the internal combustion engine and the
first electrical torque provider and providing all of the machine
power demand with the internal combustion engine. In a third
operating mode, the method includes engaging the clutch between the
internal combustion engine and the first electrical torque provider
and dividing the machine power demand between the internal
combustion engine and the first electrical torque provider. In a
fourth operating mode, the method includes engaging the clutch
between the internal combustion engine and the first electrical
torque provider and dividing the power between the internal
combustion engine and the second electrical torque provider. In a
fifth operating mode, the method includes engaging the clutch
between the internal combustion engine and the first electrical
torque provider and dividing the power between the first electrical
torque provider and the second electrical torque provider. In a
sixth operating mode, the method includes engaging the clutch
between the internal combustion engine and the first electrical
torque provider and dividing the power between the internal
combustion engine, the first electrical torque provider, and the
second electrical torque provider.
[0231] Certain further exemplary embodiments include determining a
cost disposition parameter, and determining each of the cost
functions in response to the cost disposition parameter and a
plurality of corresponding cost functions. For example, a first
cost disposition parameter corresponds to a first set of cost
functions, a second cost disposition parameter corresponds to a
second set of cost functions, and the method includes determining
whether the first cost disposition parameter or the second cost
disposition parameter is to be utilized in the present application
of the method. Exemplary cost disposition parameter include a duty
cycle category and/or a drive route parameter. Exemplary operations
to determine each cost function in response to the cost disposition
parameter include selecting the cost functions corresponding to the
cost disposition parameter, and interpolating between two proximate
cost functions according to the cost disposition parameter.
[0232] Certain further embodiments of the method include adjusting
the power division description in response to an electrical storage
device state-of-charge. An exemplary method includes determining
the electrical cost function(s) that describe the electrical torque
provider(s) operating cost as a function of the power output for
the corresponding electrical torque provider and further as a
function of a state-of-charge for the electrical energy storage
device.
[0233] In certain embodiments, the method includes determining a
vehicle speed, and determining the power division description in
response to the machine power demand and the vehicle speed. In a
further embodiment, the method includes determining a number of
nominal power division descriptions as a two-dimensional function
of the vehicle speed and the machine power demand, and where
determining the power division description further includes
performing a lookup operation utilizing the plurality of nominal
power division descriptions. For example, the lookup operation
includes cross-referencing the vehicle speed and machine power
demand to a table having nominal power division descriptions, and
selecting the nominal power division description closest to the
vehicle speed and machine power demand. The exemplary lookup
operation may further include interpolating and/or extrapolating in
one or both dimensions.
[0234] Certain exemplary embodiments includes the power division
description determining the power division between the internal
combustion engine, a first electrical torque provider, and a second
electrical torque provider. An exemplary method includes, in
response to determining that the second electrical torque provider
provides the entire machine torque demand: disengaging a clutch
positioned between the internal combustion engine and the second
electrical torque provider.
[0235] In certain embodiments, the engine cost function includes an
emissions cost for the engine--for example determined from the
nominal emissions of the engine at the speed and torque indicated
by the present engine speed and the contemplated power contribution
of the engine. A further exemplary embodiment includes the engine
cost function having a second emissions cost. For example, the
first engine emissions cost may be determined for NO.sub.x
emissions and the second engine emissions cost may be determined
for particulate emissions. In certain further embodiments, the
engine cost function further includes a secondary effect cost.
Exemplary and non-limiting secondary effect costs include an
incremental life loss of an aftertreatment component, and/or an
incremental regeneration cost of the aftertreatment component. In
certain further embodiments, one or more of the emissions cost or
secondary effect costs include a discontinuity in the cost
function.
[0236] The described power division operations may be performed
when the machine power demand is positive or negative, and any
power provider in the system may be providing power of a positive
or negative magnitude regardless of the magnitude of the machine
power demand. Exemplary and non-limiting examples include the
machine power demand being positive, with the internal combustion
engine providing positive power and an electrical torque provider
providing negative power (e.g. to regenerate a battery). In certain
embodiments, the power division description includes an engine
braking target power value.
[0237] Another exemplary set of embodiments is a method, including
determining a machine shaft torque demand and a machine shaft
speed, and in response to the machine shaft torque demand and the
machine shaft speed, determining a machine power demand. The method
further includes determining a power division description between
an internal combustion engine, a first electrical torque provider,
and a second electrical torque provider, and determining a clutch
position that is engaged or disengaged. The descriptions herein
utilize a clutch position, however unless stated explicitly to the
contrary, certain embodiments determine whether a hybrid power
train is in a parallel arrangement or a serial arrangement, where
the clutch engaged corresponds to the parallel arrangement and the
clutch disengaged corresponds to the serial arrangement.
[0238] The clutch, for embodiments having the clutch, is interposed
between the first electrical torque provider on a first side and
the internal combustion engine and the second electrical torque
provider on a second side. In certain further embodiments, a load
is on the side of the clutch having the first electrical torque
provider. The load receives the power output of the hybrid power
train, and is at any position downstream of all power providing
components in the hybrid power train. Exemplary and non-limiting
loads include the drive wheels of a vehicle, a transmission tail
shaft, a vehicle drive line, a power takeoff shaft, or a generator
output shaft.
[0239] The exemplary method further includes determining a baseline
power division description in response to a vehicle speed and the
machine power demand. The vehicle speed, in certain embodiments,
may be substituted with a load kinetic energy description, such as
a rotating kinetic energy of a flywheel, rotating machine, etc. The
method further includes determining a state-of-charge deviation for
an electrical energy storage device, where the electrical energy
storage device is electrically coupled to the first electrical
torque provider and the second electrical torque provider. The
description herein includes a single electrical energy storage
device coupled to both electrical torque providers, however except
where explicitly stated to the contrary an electrical energy
storage device may be coupled to only a single electrical torque
provider. Further, additional electrical energy storage devices may
be present in a given system, each device coupled to at least one
electrical torque provider. For example, and without limitation, a
hyper-capacitor or ultra-capacitor may be incorporated into the
electrical system and provide additional electrical energy storage
capacity and electrical energy transient control.
[0240] The exemplary method further includes adjusting the baseline
power division description in response to the state of charge
deviation and the clutch position. In certain embodiments,
determining the state-of-charge deviation for the electrical energy
storage device includes determining a difference between a present
state-of-charge and a target state-of-charge. In certain
embodiments, the method include adjusting a state-of-charge
deviation in response to a present vehicle speed, a temperature of
the electrical energy storage device, a state-of-health of the
electrical energy storage device, the machine power demand, and/or
an integrated state-of-charge deviation over time.
[0241] An exemplary baseline power division description includes a
total electrical contribution and a total engine contribution,
where the exemplary method further includes, in response to
determining the clutch is engaged, adjusting the baseline power
division description by dividing the total electrical contribution
in response to the machine shaft speed. In certain embodiments, the
method includes determining a net power flux to the electrical
energy storage device in response to the state of charge deviation,
where adjusting the baseline power division description is in
response to the net power flux. In certain embodiments, dividing
the total electrical contribution is in response to a first
efficiency of the first electrical torque provider at the machine
shaft speed, and to a second efficiency of the second electrical
torque provider at the machine shaft speed.
[0242] An exemplary method further includes, in response to
determining the clutch is disengaged, adjusting the baseline power
division description by commanding the second electrical torque
provider to achieve the machine power demand, by commanding the
first electrical torque provider to provide a net power flux to the
electrical energy storage device, and by commanding the internal
combustion engine to power the first electrical torque
provider.
[0243] Several exemplary and non-limiting baseline power division
descriptions are providing following.
[0244] A first example includes a total electrical contribution and
a total engine contribution, where the total electrical
contribution and the total engine contribution combined provide the
machine power demand. A second example includes a power
contribution for each of the internal combustion engine, the first
electrical torque provider, and the second electrical torque
provider, where the total power contributions provide the machine
power demand. A third example includes a total electrical
contribution, a total engine contribution, and a net power flux to
the electrical power storage device, where the total electrical
contribution, the total engine contribution, and the net power flux
combine to provide the machine power demand.
[0245] A fourth example includes a power contribution for each of
the internal combustion engine, the first electrical torque
provider, the second electrical torque provider, and a net power
flux to the electrical power storage device, where the total power
contributions and the net power flux provide the machine power
demand. A fifth example includes a total electrical contribution, a
total engine contribution, a net power flux to the electrical power
storage device, and a net power flux to accessories, where the
total electrical contribution, the total engine contribution, the
net power flux to the electrical energy storage device, and the net
power flux to the accessories combine to provide the machine power
demand. A sixth example includes a power contribution for each of
the internal combustion engine, the first electrical torque
provider, the second electrical torque provider, a net power flux
to the electrical power storage device, and a net power flux to
accessories, where the total power contributions, the net power
flux to the electrical energy storage device, and the net power
flux to the accessories provide the machine power demand.
[0246] The exemplary method further includes reducing the state of
charge deviation and/or reducing a response to the state of charge
deviation in response to an increasing vehicle speed. An exemplary
embodiment includes increasing a response to the state of charge
deviation in response to a magnitude of the state of charge
deviation, and/or increasing a response to the state of charge
deviation over time in response to the state of charge deviation
being maintained. A further embodiment includes responding to the
state of charge deviation with a proportional and/or integral
response.
[0247] An exemplary method includes determining the state of charge
deviation in response to a target SOC. The method includes
determining the target SOC in response to a vehicle speed, a
vehicle mass, an electrical energy storage device capacity, an
electrical energy storage device throughput limit, a first
electrical torque provider throughput limit, a second electrical
torque provider throughput limit, and/or an operator braking
behavior. A further exemplary method includes determining a state
of health of an electrical energy storage device, and further
adjusting the response to the state of charge deviation in response
to the state of health. An exemplary operation includes increasing
the response to the state of charge deviation in response to the
state of health being reduced. An exemplary method includes
adjusting a response to the state of charge deviation in response
to an operating temperature of the electrical energy storage
device, for example increasing a response to the state of charge
deviation in response to a lower operating temperature.
[0248] An exemplary method includes operating a closed loop
controller having the state of charge deviation as an error value,
where the closed loop controller includes an integral control term.
Another exemplary method includes adjusting the state of charge
deviation and/or a response to the state of charge deviation, in
response to the machine power demand. A further exemplary method
includes in response to the machine power demand being negative,
increasing an SOC target for the electrical energy storage device,
where the state of charge deviation is determined in response to
the SOC target. An additional or alternative method includes, in
response to the machine power demand being high, reducing an SOC
target for the electrical energy storage device, where the state of
charge deviation is determined in response to the SOC target.
[0249] Yet another exemplary set of embodiments is a method,
including determining a machine shaft torque demand and a machine
shaft speed, and in response to the machine shaft torque demand and
the machine shaft speed, determining a machine power demand. The
method further includes determining a power division description
between an internal combustion engine, a first electrical torque
provider, and a second electrical torque provider, determining a
hybrid power train configuration as one of series and parallel, and
determining a baseline power division description in response to a
vehicle speed and the machine power demand. The method further
includes determining a state-of-charge deviation for an electrical
energy storage device electrically coupled to the first electrical
torque provider and the second electrical torque provider, and
adjusting the baseline power division description in response to
the state of charge deviation and the hybrid power train
configuration.
[0250] The exemplary method further includes determining the
state-of-charge deviation for the electrical energy storage device
by determining a difference between a present state-of-charge and a
target state-of-charge. A further embodiment includes adjusting the
state-of-charge deviation in response to a present vehicle speed, a
temperature of the electrical energy storage device, a
state-of-health of the electrical energy storage device, the
machine power demand, and/or an integrated state-of-charge
deviation over time.
[0251] In certain embodiments, the baseline power division
description includes a total electrical contribution and a total
engine contribution, and the method further includes, in response
to determining the hybrid power train configuration is parallel,
adjusting the baseline power division description by dividing the
total electrical contribution between the first electrical torque
provider and the second electrical torque provider in response to
the machine shaft speed. A further embodiment includes determining
a net power flux to the electrical energy storage device in
response to the state of charge deviation, where the adjusting the
baseline power division description is in response to the net power
flux. Additionally or alternatively, the method includes dividing
the total electrical contribution in response to a first efficiency
of the first electrical torque provider at the machine shaft speed
and a second efficiency of the second electrical torque provider at
the machine shaft speed.
[0252] An exemplary method further includes, in response to
determining the hybrid power train configuration is parallel,
adjusting the baseline power division description by commanding the
second electrical torque provider to achieve the machine power
demand, commanding the first electrical torque provider to provide
a net power flux to the electrical energy storage device, and
commanding the internal combustion engine to power the first
electrical torque provider.
[0253] Yet another exemplary set of embodiments is a method,
including operating a hybrid power train having an internal
combustion engine and oner or more electrical torque providers. The
method further includes determining a machine power demand for the
hybrid power train, determining a power division between the
internal combustion engine and the electrical torque provider in
response to the machine power demand, determining a state-of-charge
(SOC) of an electrical energy storage device electrically coupled
to the at least one electrical torque provider, and interpreting a
target SOC for the electrical energy storage device in response to
a vehicle speed. The method further includes determining an SOC
deviation for the electrical storage device, wherein the SOC
deviation comprises a function of a difference between the SOC of
the electrical energy storage device and the target SOC of the
electrical energy storage device, and adjusting the power division
in response to the SOC deviation.
[0254] In further embodiments, the method includes decreasing the
target SOC in response to an increasing vehicle speed. An exemplary
method includes adjusting the target SOC in response to a
temperature of the electrical energy storage device. A further
exemplary method includes decreasing the target SOC in response to
a decreasing temperature of the electrical energy storage device.
In certain embodiments, the method includes adjusting one of the
target SOC and the SOC deviation in response to a state-of-health
of the electrical storage device. Yet another exemplary embodiment
includes adjusting a cost of the SOC deviation in response to a
state of health of the electrical energy storage device. An
exemplary method further includes increasing a cost of the SOC
deviation in response to a decreased state of health of the
electrical energy storage device.
[0255] In certain embodiments, the method includes determining the
SOC deviation as a function of vehicle mass, electrical energy
storage device capacity, an electrical energy storage device power
limit, a torque capacity of an electrical torque provider, a power
capacity of an electrical torque provider, and/or a detected
operator braking behavior. Yet another embodiment includes
determining the state of health of the electrical energy storage
device in response to a throughput event of the electrical energy
storage device, a SOC event of the electrical energy storage device
(e.g. the SOC reaching a high or low SOC threshold value), a
regeneration cycle event of the electrical energy storage device,
and/or an age of the electrical energy storage device.
[0256] An exemplary method includes determining the power division
and the adjusting the power division by operating a cost comparison
algorithm between achieving the machine power demand with the
internal combustion engine and the electrical energy storage
device(s).
[0257] Yet another exemplary set of embodiments is a method,
including operating a hybrid power train including an internal
combustion engine and one or more electrical torque providers. The
method further includes determining a machine power demand and, in
response to the machine power demand, determining a power division
description. The method further includes, in response to the power
division description, operating the internal combustion engine and
the at least one electrical torque provider, where operating the
internal combustion engine includes starting the internal
combustion engine in response to determining a battery SOC is about
to fall below a limit.
[0258] In certain embodiments, the method includes performing
engine shutdown and engine startup operations with at least one
time hysteresis value. An exemplary method includes determining an
engine shutdown time hysteresis value in response to a turbocharger
temperature. Further exemplary embodiments include determining a
turbocharger temperature value, and preventing the engine shutdown
operation in response to the turbocharger temperature value
exceeding a threshold. In certain embodiments, the method includes
determining that an engine shutdown operation is requested and/or
imminent, and the method further includes performing an
engine-based turbocharger cooldown operation in response to the
requested or imminent engine shutdown operation.
[0259] Certain exemplary embodiments include operating the internal
combustion engine by starting the internal combustion engine in
response to determining that a power demand is about to exceed an
electrical limit, determining that a battery throughput limit is
about to be exceeded, and/or determining that a power demand rate
of increase exceeds a limit. In certain embodiments, the method
includes operating the internal combustion engine by starting the
internal combustion engine in response to determining that a
battery SOC is below a threshold and/or determining that a power
demand is above a threshold. An exemplary method further includes
determining an engine start capability index of an electrical
torque provider, and operating the internal combustion engine by
starting the internal combustion engine in response to the engine
start capability index being below a first threshold. A further
exemplary embodiment includes operating the internal combustion
engine by starting the internal combustion engine in response to
determining that the engine start capability index is about to fall
below a second threshold.
[0260] In certain embodiments, the method includes allowing an
internal combustion engine shutdown in response to the hybrid power
train operating in a series mode. An exemplary method includes
preventing an internal combustion engine shutdown in response to
the internal combustion engine operating in a thermal management
mode and/or a warm-up mode.
[0261] Yet another exemplary set of embodiments is a system,
including a hybrid power train including an engine, a first
electrical torque provider, and a second electrical torque
provider, a load mechanically coupled to the hybrid power train.
The hybrid power train further includes a clutch coupled to the
engine and the second electrical torque provider on a first side,
and coupled to the first electrical torque provider and the load on
a second side. The system further includes an electrical energy
storage device electrically coupled to the first electrical torque
provider and the second electrical torque provider, and a
controller structured to functionally execute operations to control
the hybrid power train. The controller implements a time-based
hysteresis on clutch engage-disengage.
[0262] In certain embodiments, the controller further smooths
torque commands for the engine and the second electrical torque
provider in response to determining that a clutch engage-disengage
event is one of occurring or imminent. An exemplary operation to
smooth the torque commands includes applying a rate limiter and/or
a low-pass filter to the engine and/or electrical torque provider
torque commands. In certain embodiments, the controller performs
the smoothing with a time constant that is fast relative to a
highly transient operator torque request.
[0263] In certain embodiments, the controller provides a zero
torque command to the second electrical torque provider in response
to one of a clutch engaging event and/or a clutch disengaging
event.
[0264] In certain embodiments, the system includes a first shaft
coupling the clutch to the engine and the second electrical torque
provider, and a second shaft coupling the clutch to the first
electrical torque provider and the load. The controller is further
structured to close the clutch in response to determining whether a
speed of the first shaft is within a predetermined speed threshold
value of a speed of the second shaft. An exemplary system further
includes the controller structured to operate a closed loop
controller on a position of the clutch, where a clutch position
error value is determined in response to a difference between the
speed of the first shaft and the speed of the second shaft. The
clutch responding to the closed loop controller is, in one
embodiment, a non-binary clutch having multiple engagement values
between fully open and fully closed. In certain embodiments, the
closed loop controller includes an integral error term.
[0265] Yet another exemplary set of embodiments is a method,
including operating a hybrid power train including an internal
combustion engine, one or more electrical torque providers, and an
electrical energy storage device electrically coupled to the
electrical torque provider(s). The method further includes
determining a machine power demand, and in response to the machine
power demand, determining a power division description. In certain
embodiments, the method further includes interpreting a state of
health for the electrical energy storage device, and adjusting the
power division description in response to the state of health for
the electrical energy storage device.
[0266] In certain embodiments, the method further includes
determining a state of charge target for the electrical energy
storage device in response to the state of health for the
electrical energy storage device, and further adjusting the power
division description in response to the state of charge target for
the electrical energy storage device. An exemplary method further
includes determining the state of charge target in response to a
charging energy efficiency for the electrical energy storage
device. A still further exemplary method includes determining the
state of charge target in response to a charge-discharge energy
cycle efficiency for the electrical energy storage device.
[0267] In certain embodiments, the method includes determining a
discharge rate limit for the electrical energy storage device, and
further adjusting the power division description in response to the
discharge rate limit. An exemplary method further includes
determining the discharge rate limit in response to a state of
health of the electrical energy storage device, a power bus
deliverability value, a motor limit for and electrical torque
provider, and/or an accessory load value. Another exemplary method
includes determining the discharge rate limit in response to a
power electronics throughput limit, where the power electronics is
positioned between the electrical energy storage device and an
electrical torque provider.
[0268] An exemplary method further includes determining a charge
rate limit for the electrical energy storage device, and further
adjusting the power division description in response to the charge
rate limit. A still further exemplary method includes determining
the charge rate limit in response to a state of health of the
electrical energy storage device, a power bus deliverability value,
a motor limit for one of the electrical torque providers, and/or an
accessory load value. In certain embodiments, the method further
includes determining the discharge rate limit in response to a
power electronics throughput limit, where the power electronics is
positioned between the electrical energy storage device and an
electrical torque provider.
[0269] Yet another exemplary set of embodiments is a method,
including operating a hybrid power train including an internal
combustion engine and one or more electrical torque providers,
determining a machine power demand, determining an audible noise
limit value for the internal combustion engine, and determining a
power division description in response to the machine power demand
and the audible noise limit value. The method further includes
operating the internal combustion engine and the electrical torque
provider(s) in response to the power division description. An
exemplary method further includes interpreting a noise input
signal, and determining the audible noise limit value in response
to the noise input signal. The noise input signal may be provided
by a user input.
[0270] In certain embodiments, the method includes interpreting the
noise input signal as a response to a vehicle being in a reverse
gear. In certain embodiments, the audible noise limit value is a
maximum noise level and/or a minimum noise level. An exemplary
method includes determining the power division in response to the
audible noise limit by limiting a rate of change of engine power
output. In certain embodiments, the method includes determining the
audible noise rate limit value for the internal combustion engine,
and adjusting the power division description in response to the
audible noise rate limit value.
[0271] Yet another exemplary set of embodiments is a method,
including defining an application operating cycle, and defining a
number of behavior matrices for a hybrid power train that powers
the application. Each behavior matrix corresponds to operations of
the hybrid power train operating in a parallel configuration, where
the operations of the power train include operations of the power
providing components that form a portion of the hybrid power train.
The power providing components include an internal combustion
engine and at least one electrical torque provider. The method
further includes determining a number of behavior sequences, where
each behavior sequence corresponds to one of the behavior matrices
and includes a sequential set of values created from the
corresponding behavior matrix applied sequentially to the
application operating cycle. The method further includes confirming
a feasibility of each of the behavior sequences, and determining a
fitness value corresponding to each of the feasible behavior
sequences. The method further includes determining whether a
convergence value indicates that a successful convergence has
occurred in response to the fitness value corresponding to each of
the feasible behavior sequences.
[0272] Where the successful convergence has not occurred, the
method includes determining a number of child behavior matrices in
response to the number of behavior matrices and the fitness value
corresponding to each of the feasible behavior sequences,
confirming the feasibility of each of the child behavior sequences
resulting from the child behavior matrices, and determining the
fitness value corresponding to each of the feasible child behavior
sequences. The method further includes determining again whether
the convergence value indicates that the successful convergence has
occurred, in response to the fitness value corresponding to each of
the feasible child behavior sequences.
[0273] Where the successful convergence has occurred, the method
includes determining a calibration matrix in response to the
behavior matrices and the fitness values. The calibration matrix is
selected from the matrices--behavior matrices or child behavior
matrices--that correspond to the successful convergence check. An
exemplary operation includes selecting a behavior matrix having the
best fitness function. The method further includes providing the
calibration matrix to a hybrid power train controller, and
operating a hybrid power train with the hybrid power train
controller.
[0274] An exemplary method further includes confirming the
feasibility of each behavior sequence and child behavior sequence
by determining whether an electrical limit is exceeded in the
corresponding behavior sequence.
[0275] An exemplary method includes determining a number of child
behavior matrices by selecting a number of parent behavior matrices
from the behavior matrices in response to the corresponding fitness
functions. A further exemplary method includes selecting parent
behavior matrices by selecting the most fit behavior matrices,
and/or selecting behavior matrices having a survival probability
related to the corresponding fitness function. In certain further
embodiments, the method includes crossing over behavior parameters
between two or more parent behavior matrices to determine a child
behavior matrix. In certain further embodiments, the method
includes applying a random change to a parameter of the child
behavior matrix.
[0276] In still further embodiments, the method includes each of
the behavior matrices and each of the child behavior matrices
having a number of hybrid power train operating conditions, and a
behavior vector corresponding to each of the hybrid power train
operating conditions, wherein each behavior vector includes a power
division description for the power providing devices. The power
division description includes a power contribution for an internal
combustion engine and a power contribution for an electrical
system, or a power contribution for the internal combustion engine
and a power contribution for each of the electrical torque
providers. In certain embodiments, the number of hybrid power train
operating conditions include a machine shaft speed and a machine
power demand.
[0277] In certain embodiments, the power division description
includes a total electrical contribution and an internal combustion
engine contribution. In certain further embodiments, the power
division description includes an internal combustion engine
contribution, a power contribution of a first electrical torque
provider, and a power contribution of a second electrical torque
provider. In certain embodiments, each contribution includes a
discrete number of possible states, and each behavior matrix
includes the discrete number of possible states corresponding to
the contribution. For example, the internal combustion engine
contribution may include 1,024 states for horsepower from -600 hp
to +475 hp (for example in an engine having a compression brake
capable of 600 hp of braking power and 475 hp of propulsion power),
where the 1,024 states may be evenly divided or divided by any
other scheme understood in the art.
[0278] In certain further embodiments, the discrete number of
possible states corresponding may be varied as a characteristic
changeable between a behavior matrix and a child behavior matrix.
An alternative or additional embodiment includes allowing the
discrete number of possible states of the internal combustion
engine contribution to vary as a characteristic changeable between
a behavior matrix and a child behavior matrix.
[0279] In certain embodiments, the method includes determining
whether the convergence value indicates that the successful
convergence has occurred by determining whether an incremental
improvement in a characteristic fitness value is lower than a
convergence threshold value. In certain embodiments, the
characteristic fitness function includes a best fitness value. In
certain further embodiments, the method includes performing a
sensitivity check on a behavior matrix corresponding to the best
fitness value. An exemplary operation to perform a sensitivity
check includes determining whether an incremental improvement in
the characteristic fitness value exceeds an acute convergence
threshold value.
[0280] In certain embodiments, the application operating cycle
comprises a driving route. Additional or alternative embodiments
include the application operating cycle including a number of
discrete driving routes having a similar duty cycle characteristic.
In certain embodiments, the method includes determining a number of
calibration matrices, each calibration matrix corresponding to one
of a number of application operating cycles, where each of the
application operating cycles corresponds to a distinct duty cycle
characteristic. In certain further embodiments, the method includes
determining a real-time duty cycle characteristic of the hybrid
power train, and selecting one of the plurality of calibration
matrices in response to the real-time duty cycle characteristic and
the distinct duty cycle characteristics corresponding to the
application operating cycles during the operation of the hybrid
power train. In certain embodiments, the method includes selecting
one of the calibration matrices, and/or interpolating between two
of the calibration matrices in response to the real-time duty cycle
characteristic and the distinct duty cycle characteristics
corresponding to the application operating cycles.
[0281] In certain embodiments, the parallel configuration
constrains the engine, the first electrical torque provider, and
the second electrical torque provider to operate at one of a
uniform speed or at a fixed ratio of speeds. An exemplary fitness
value includes a fuel economy cost and/or an emissions cost. An
exemplary method includes confirming the feasibility of each
behavior sequence and child behavior sequence by determining
whether an emissions limit is exceeded in the corresponding
behavior sequence. In certain additional or alternative
embodiments, the method includes confirming the feasibility of each
behavior sequence and child behavior sequence by determining
whether an aftertreatment regeneration capability is provided in
the corresponding behavior sequence.
[0282] An exemplary fitness value further includes a secondary cost
of emissions. An exemplary secondary cost of emissions includes a
service life cost of an aftertreatment device, an operating cost of
the aftertreatment device, and/or an aftertreatment device
regeneration cost of the aftertreatment device.
[0283] An exemplary method includes downloading run-time data of
the hybrid power train to an external computer, selecting at least
a portion of the run-time data as an application operating cycle,
and generating second calibration matrix in response to the
run-time data. The external computer includes a computer on-board a
vehicle having the hybrid power train, and/or a computer external
the vehicle having the hybrid power train. In certain embodiments,
the method includes utilizing the original calibration matrix as a
parent behavior matrix. An additional or alternative embodiment
includes limiting an amount of change between the calibration
matrix and the second calibration matrix. In certain embodiments,
the run-time data is compressed and stored on a controller of the
hybrid power train until the downloading.
[0284] Yet another exemplary set of embodiments is a system,
including a hybrid power train having an internal combustion engine
and an electrical system, the electrical system including a first
electrical torque provider, a second electrical torque provider,
and an electrical energy storage device electrically coupled to the
first electrical torque provider and the second electrical torque
provider. The system further includes a controller structured to
perform certain operations for controlling a hybrid power train.
The controller determines a power surplus value of the electrical
system, determines a machine power demand change value, and
operating an optimum cost controller to determine a power division
for the engine, first electrical torque provider, and second
electrical torque provider in response to the power surplus value
of the electrical system being greater than or equal to the machine
power demand change value. An exemplary controller further operates
a rule-based controller to determine the power division for the
engine, first electrical torque provider, and second electrical
torque provider in response to the power surplus value of the
electrical system being less than the machine power demand change
value.
[0285] An exemplary system further includes the controller
determining the power surplus value of the first electrical torque
provider in response to the electrical system having power delivery
availability to meet the machine power demand change value. In
certain embodiments, the controller includes operating the
rule-based controller in response to the machine power demand
change value exceeding a threshold.
[0286] In certain embodiments, the controller determines the power
surplus value in response to a torque rating of the first
electrical torque provider, a torque rating of the second
electrical torque provider, an accessory load, a throughput rating
of the electrical energy storage device, an SOC of the electrical
energy storage device, a throughput rating of a first power
electronics interposed between the electrical energy storage device
and the first electrical torque provider, and/or a throughput
rating of a second power electronics interposed between the
electrical energy storage device and the second electrical torque
provider.
[0287] In certain embodiments, the controller further operates the
optimum cost controller by incrementally changing a power provided
by the engine in a first execution cycle, and determining whether
the incrementally changed power improved a power cost value. In
certain further embodiments, the controller further operates the
optimum cost controller as a closed loop controller having an error
value determined in response to a slope of the power cost value
with time. An exemplary optimum cost controller includes a
proportional-integral controller. An exemplary controller further
applies a random noise value to the incrementally changing power
provided by the engine. The random noise value, in certain
embodiments, includes an amplitude selected in response to an
expected local minima depth property of a response surface of the
hybrid power train. In certain embodiments, the controller
increases an amplitude of the incremental change in response to an
increasing rate of change of the power cost value. In certain
embodiments, the system further includes the controller commanding
the first electrical torque provider to meet the machine power
demand change value.
[0288] In certain embodiments, the controller operates the
rule-based controller by responding to increasing power demand by,
in order and until the power demand is achieved, increasing power
of the first electrical torque provider, increasing power of the
second electrical torque provider, and increasing power of the
engine. In certain embodiments, the controller operates the
rule-based controller by responding to decreasing power demand by,
in order and until the power demand is achieved, decreasing power
of the first electrical torque provider, decreasing power of the
second electrical torque provider, and decreasing power of the
engine. An exemplary controller further limits the first electrical
torque provider and the second electrical torque provider to a
minimum zero torque until the engine reaches a minimum torque value
during a decreasing power demand.
[0289] An exemplary system further includes a clutch positioned
with the first electrical torque provider and a load on a first
side and with the internal combustion engine and the second
electrical torque provider on a second side. The clutch in a closed
position provides the hybrid power train in a parallel
configuration, and the clutch in an open position provides the
hybrid power train in a series configuration. An exemplary system
further includes, in response to determining the clutch is open and
the power surplus value is less than the machine power demand
change value, the controller commanding the clutch to close.
Another exemplary system includes, in response to determining the
clutch is open and the power surplus value is less than the machine
power demand change value, and further in response to determining
the clutch is disallowed from closing, the controller commanding
the first electrical torque provider to one of a maximum or minimum
torque position.
[0290] A number of non-limiting exemplary embodiments and
non-limiting forms of such exemplary embodiments will now be
described. It shall be appreciated that the embodiments and forms
described below may be combined in certain instances and may be
exclusive of one another in other instances. Likewise, it shall be
appreciated that the embodiments and forms described below may or
may not be combined with other aspects and features disclosed
elsewhere herein.
[0291] A first exemplary embodiment is a method, including
determining a machine shaft torque demand and a machine shaft
speed, in response to the machine shaft torque demand and the
machine shaft speed, determining a machine power demand,
determining a power division description between an internal
combustion engine, a first electrical torque provider, and a second
electrical torque provider, determining a hybrid power train
configuration as one of series and parallel, determining a baseline
power division description in response to a vehicle speed and the
machine power demand, determining a state-of-charge (SOC) deviation
for an electrical energy storage device electrically coupled to the
first electrical torque provider and the second electrical torque
provider, and adjusting the baseline power division description in
response to the SOC deviation and the hybrid power train
configuration.
[0292] In some forms according to the first exemplary embodiment
the determining the hybrid power train configuration as one of
series and parallel comprises determining a clutch position
including one of engaged and disengaged, the clutch interposed
between the first electrical torque provider on a first side and
the internal combustion engine and the second electrical torque
provider on a second side.
[0293] In some forms according to the first exemplary embodiment
the determining the SOC deviation for the electrical energy storage
device comprises determining a difference between a present SOC and
a target SOC.
[0294] Some forms according to the first exemplary embodiment
further include adjusting the SOC deviation in response to a
parameter selected from the parameters consisting of: a present
vehicle speed, a temperature of the electrical energy storage
device, a state-of-health of the electrical energy storage device,
the machine power demand, and an integrated SOC deviation over
time.
[0295] In some forms according to the first exemplary embodiment
the baseline power division description includes a total electrical
contribution and a total engine contribution, the method further
including, in response to determining the hybrid power train
configuration is parallel, adjusting the baseline power division
description by dividing the total electrical contribution between
the first electrical torque provider and the second electrical
torque provider in response to the machine shaft speed.
[0296] Some forms according to the first exemplary embodiment
further include determining a net power flux to the electrical
energy storage device in response to the SOC deviation, and wherein
the adjusting the baseline power division description is in
response to the net power flux.
[0297] In some forms according to the first exemplary embodiment
the dividing the total electrical contribution is in response to a
first efficiency of the first electrical torque provider at the
machine shaft speed and a second efficiency of the second
electrical torque provider at the machine shaft speed.
[0298] Some forms according to the first exemplary embodiment
further include, in response to determining the hybrid power train
configuration is series, adjusting the baseline power division
description by commanding the second electrical torque provider to
achieve the machine power demand, commanding the first electrical
torque provider to provide a net power flux to the electrical
energy storage device, and commanding the internal combustion
engine to power the first electrical torque provider.
[0299] In some forms according to the first exemplary embodiment
determining the baseline power division description includes
determining one of a total electrical contribution and a total
engine contribution, wherein the total electrical contribution and
the total engine contribution combined provide the machine power
demand, a power contribution for each of the internal combustion
engine, the first electrical torque provider, and the second
electrical torque provider, wherein the total of the power
contributions provide the machine power demand, a total electrical
contribution, a total engine contribution, and a net power flux to
the electrical power storage device, wherein the total electrical
contribution, the total engine contribution, and the net power flux
combine to provide the machine power demand, a power contribution
for each of the internal combustion engine, the first electrical
torque provider, the second electrical torque provider, and a net
power flux to the electrical power storage device, wherein the
total of the power contributions and the net power flux provide the
machine power demand, a total electrical contribution, a total
engine contribution, a net power flux to the electrical power
storage device, and a net power flux to accessories, wherein the
total electrical contribution, the total engine contribution, the
net power flux to the electrical energy storage device, and the net
power flux to the accessories combine to provide the machine power
demand, and a power contribution for each of the internal
combustion engine, the first electrical torque provider, the second
electrical torque provider, a net power flux to the electrical
power storage device, and a net power flux to accessories, wherein
the total of the power contributions, the net power flux to the
electrical energy storage device, and the net power flux to the
accessories provide the machine power demand.
[0300] Some forms according to the first exemplary embodiment
further include reducing one of a SOC deviation and a response to
the SOC deviation in response to an increasing vehicle speed.
[0301] Some forms according to the first exemplary embodiment
further include increasing a response to the SOC deviation in
response to a magnitude of the SOC deviation.
[0302] Some forms according to the first exemplary embodiment
further include determining the SOC deviation in response to a
target SOC, wherein the target SOC is determined in response to at
least one parameter selected from the parameters consisting of a
vehicle speed, a vehicle mass, an electrical energy storage device
capacity, an electrical energy storage device throughput limit, a
first electrical torque provider throughput limit, a second
electrical torque provider throughput limit, and an operator
braking behavior.
[0303] Some forms according to the first exemplary embodiment
further include determining a state of health of the electrical
energy storage device, and further adjusting the response to the
SOC deviation in response to the state of health.
[0304] Some forms according to the first exemplary embodiment
further include increasing the response to the SOC deviation in
response to the state of health being reduced.
[0305] Some forms according to the first exemplary embodiment
further include adjusting a response to the SOC deviation in
response to an operating temperature of the electrical energy
storage device.
[0306] Some forms according to the first exemplary embodiment
further include operating a closed loop controller having the SOC
deviation as an error value, wherein the closed loop controller
includes an integral control term.
[0307] Some forms according to the first exemplary embodiment
further include adjusting one of the SOC deviation and a response
to the SOC deviation, in response to the machine power demand.
[0308] Some forms according to the first exemplary embodiment
further include, in response to the machine power demand being
negative, increasing an SOC target for the electrical energy
storage device, wherein the SOC deviation is determined in response
to the SOC target.
[0309] Some forms according to the first exemplary embodiment
further include, in response to the machine power demand being
high, reducing an SOC target for the electrical energy storage
device, wherein the SOC deviation is determined in response to the
SOC target.
[0310] A second exemplary embodiment is a method including
determining a machine power demand, determining a power division
description between an internal combustion engine, a first
electrical torque provider, and a second electrical torque
provider, determining a clutch position including one of engaged
and disengaged, the clutch interposed between the first electrical
torque provider on a first side and the internal combustion engine
and the second electrical torque provider on a second side,
determining a baseline power division description in response to a
vehicle speed and the machine power demand, determining a
state-of-charge (SOC) deviation for an electrical energy storage
device electrically coupled to the first electrical torque provider
and the second electrical torque provider, and adjusting the
baseline power division description in response to the SOC
deviation and the hybrid power train configuration.
[0311] Some forms according to the second exemplary embodiment
further include determining that the hybrid power train is in a
parallel configuration in response to determining the clutch is
engaged.
[0312] Some forms according to the second exemplary embodiment
further include increasing a response to the SOC deviation in
response to a magnitude of the SOC deviation.
[0313] Some forms according to the second exemplary embodiment
further include determining the SOC deviation in response to a
target SOC, wherein the target SOC is determined in response to at
least one parameter selected from the parameters consisting of a
vehicle speed, a vehicle mass, an electrical energy storage device
capacity, an electrical energy storage device throughput limit, a
first electrical torque provider throughput limit, a second
electrical torque provider throughput limit, and an operator
braking behavior.
[0314] Some forms according to the second exemplary embodiment
further include determining a state of health of the electrical
energy storage device, and further adjusting the response to the
SOC deviation in response to the state of health.
[0315] Some forms according to the second exemplary embodiment
further include increasing the response to the SOC deviation in
response to the state of health being reduced.
[0316] A third exemplary embodiment is a method including
determining a machine shaft torque demand and a machine shaft
speed, in response to the machine shaft torque demand and the
machine shaft speed, determining a machine power demand,
determining a power division description between an internal
combustion engine, a first electrical torque provider, and a second
electrical torque provider, determining a hybrid power train
configuration as one of series and parallel, determining a baseline
power division description in response to a vehicle speed and the
machine power demand, determining a state-of-charge (SOC) deviation
for an electrical energy storage device electrically coupled to the
first electrical torque provider and the second electrical torque
provider, wherein the determining the SOC deviation for the
electrical energy storage device comprises determining a difference
between a present SOC and a target SOC, and adjusting the baseline
power division description in response to the SOC deviation and the
hybrid power train configuration.
[0317] Some forms according to the third exemplary embodiment
further include determining the SOC target SOC in response to at
least one parameter selected from the parameters consisting of a
state of health of the electrical energy storage device, a vehicle
speed, a vehicle mass, an electrical energy storage device
capacity, an electrical energy storage device throughput limit, a
first electrical torque provider throughput limit, a second
electrical torque provider throughput limit, and an operator
braking behavior.
[0318] In some forms according to the third exemplary embodiment
determining the baseline power division description comprises
determining a total electrical contribution and a total engine
contribution, wherein the total electrical contribution and the
total engine contribution combined provide the machine power
demand,
[0319] In some forms according to the third exemplary embodiment
determining the baseline power division description comprises
determining a power contribution for each of the internal
combustion engine, the first electrical torque provider, and the
second electrical torque provider, wherein the total of the power
contributions provide the machine power demand.
[0320] In some forms according to the third exemplary embodiment
determining the baseline power division description comprises
determining a total electrical contribution, a total engine
contribution, and a net power flux to the electrical power storage
device, wherein the total electrical contribution, the total engine
contribution, and the net power flux combine to provide the machine
power demand.
[0321] In some forms according to the third exemplary embodiment
determining the baseline power division description comprises
determining a power contribution for each of the internal
combustion engine, the first electrical torque provider, the second
electrical torque provider, and a net power flux to the electrical
power storage device, wherein the total of the power contributions
and the net power flux provide the machine power demand.
[0322] In some forms according to the third exemplary embodiment
determining the baseline power division description comprises
determining a total electrical contribution, a total engine
contribution, a net power flux to the electrical power storage
device, and a net power flux to accessories, wherein the total
electrical contribution, the total engine contribution, the net
power flux to the electrical energy storage device, and the net
power flux to the accessories combine to provide the machine power
demand.
[0323] In some forms according to the third exemplary embodiment
determining the baseline power division description comprises
determining a power contribution for each of the internal
combustion engine, the first electrical torque provider, the second
electrical torque provider, a net power flux to the electrical
power storage device, and a net power flux to accessories, wherein
the total of the power contributions, the net power flux to the
electrical energy storage device, and the net power flux to the
accessories provide the machine power demand.
[0324] A fourth exemplary embodiment is a method including
operating a hybrid power train having an internal combustion engine
and at least one electrical torque provider, determining a machine
power demand for the hybrid power train, determining a power
division between the internal combustion engine and the electrical
torque provider in response to the machine power demand,
determining a state-of-charge (SOC) of an electrical energy storage
device electrically coupled to the at least one electrical torque
provider, interpreting a target SOC for the electrical energy
storage device in response to a vehicle speed, determining an SOC
deviation for the electrical storage device, wherein the SOC
deviation comprises a function of a difference between the SOC of
the electrical energy storage device and the target SOC of the
electrical energy storage device, and adjusting the power division
in response to the SOC deviation.
[0325] Some forms according to the fourth exemplary embodiment
further include decreasing the target SOC in response to an
increasing vehicle speed.
[0326] Some forms according to the fourth exemplary embodiment
further include adjusting the target SOC in response to a
temperature of the electrical energy storage device.
[0327] Some forms according to the fourth exemplary embodiment
further include decreasing the target SOC in response to a
decreasing temperature of the electrical energy storage device.
[0328] Some forms according to the fourth exemplary embodiment
further include adjusting one of the target SOC and the SOC
deviation in response to a state-of-health of the electrical
storage device.
[0329] Some forms according to the fourth exemplary embodiment
further include increasing the SOC deviation in response to a
degraded state-of-health of the electrical storage device.
[0330] In some forms according to the fourth exemplary embodiment
the determining the power division and the adjusting the power
division comprise operating a cost comparison algorithm between
achieving the machine power demand with the internal combustion
engine and the at least one electrical energy storage device.
[0331] Some forms according to the fourth exemplary embodiment
further include increasing a cost of the SOC deviation in response
to a decreased state-of-health of the electrical energy storage
device.
[0332] Some forms according to the fourth exemplary embodiment
further include determining the state-of-health of the electrical
energy storage device in response to at least one parameter
selected from the parameters consisting of: a throughput event of
the electrical energy storage device, a SOC event of the electrical
energy storage device, a regeneration cycle event of the electrical
energy storage device, and an age of the electrical energy storage
device.
[0333] Some forms according to the fourth exemplary embodiment
further include determining the SOC deviation as a function of at
least one parameter selected from the parameters consisting of: a
vehicle mass, an electrical energy storage device capacity, an
electrical energy storage device power limit, a torque capacity of
the at least one electrical torque provider, a power capacity of
the at least one electrical torque provider, and detected operator
braking behavior.
[0334] Some forms according to the fourth exemplary embodiment
further include adjusting a target SOC of the electrical energy
storage device in response to the state-of-health of the electrical
energy storage device.
[0335] A fifth exemplary embodiment is a method including operating
a hybrid power train having an internal combustion engine and at
least one electrical torque provider, determining a state-of-charge
(SOC) of an electrical energy storage device electrically coupled
to the at least one electrical torque provider, interpreting a
target SOC for the electrical energy storage device in response to
a vehicle speed, determining an SOC deviation for the electrical
storage device, wherein the SOC deviation comprises a function of a
difference between the SOC of the electrical energy storage device
and the target SOC of the electrical energy storage device, and
adjusting operations of the hybrid power train in response to the
SOC deviation.
[0336] Some forms according to the fifth exemplary embodiment
further include increasing the target SOC in response to a reduced
vehicle speed.
[0337] Some forms according to the fifth exemplary embodiment
further include reducing the target SOC in response to an increased
vehicle speed.
[0338] Some forms according to the fifth exemplary embodiment
further include determining a recoverable kinetic energy of the
vehicle in response to the vehicle speed, and wherein the
interpreting the SOC target is in response to the recoverable
kinetic energy.
[0339] Some forms according to the fifth exemplary embodiment
further include determining a machine power demand for the hybrid
power train, determining a power division between the internal
combustion engine and the electrical torque provider in response to
the machine power demand, and wherein the adjusting operations of
the hybrid power train comprise adjusting the power division
between the internal combustion engine and the electrical torque
provider.
[0340] A sixth exemplary embodiment is a method including operating
a hybrid power train having an internal combustion engine and at
least one electrical torque provider, determining a machine shaft
torque demand and a machine shaft speed, in response to the machine
shaft torque demand and the machine shaft speed, determining a
machine power demand, in response to determining the machine shaft
speed is zero and the machine shaft torque demand is greater than
zero, adjusting the machine power demand to a non-zero value,
determining a power division between the internal combustion engine
and the electrical torque provider in response to the machine power
demand, determining a state-of-charge (SOC) of an electrical energy
storage device electrically coupled to the at least one electrical
torque provider, interpreting a target SOC for the electrical
energy storage device in response to a vehicle speed, determining
an SOC deviation for the electrical storage device, wherein the SOC
deviation comprises a function of a difference between the SOC of
the electrical energy storage device and the target SOC of the
electrical energy storage device, and adjusting the power division
in response to the SOC deviation.
[0341] Some forms according to the sixth exemplary embodiment
further include decreasing the target SOC in response to an
increasing vehicle speed.
[0342] In some forms according to the sixth exemplary embodiment
the determining the power division and the adjusting the power
division comprise operating a cost comparison algorithm between
achieving the machine power demand with the internal combustion
engine and the at least one electrical energy storage device.
[0343] Some forms according to the sixth exemplary embodiment
further include increasing a cost of the SOC deviation in response
to a decreased state-of-health of the electrical energy storage
device.
[0344] A seventh exemplary embodiment is a method including
operating a hybrid power train including an internal combustion
engine and at least one electrical torque provider, determining a
machine power demand, in response to the machine power demand,
determining a power division description, in response to the power
division description, operating the internal combustion engine and
the at least one electrical torque provider, and wherein operating
the internal combustion engine further comprises starting the
internal combustion engine in response to determining a battery
state-of-charge (SOC) is below a predetermined threshold value.
[0345] Some forms according to the seventh exemplary embodiment
further include performing engine shutdown and engine startup
operations with at least one time based hysteresis value.
[0346] Some forms according to the seventh exemplary embodiment
further include determining an engine shutdown time hysteresis
value in response to a turbocharger temperature.
[0347] Some forms according to the seventh exemplary embodiment
further include determining a turbocharger temperature value, and
preventing the engine shutdown operation in response to the
turbocharger temperature value exceeding a threshold.
[0348] Some forms according to the seventh exemplary embodiment
further include determining that an engine shutdown operation is
one of requested and imminent, the method further including
performing an engine-based turbocharger cooldown operation in
response to the requested or imminent engine shutdown
operation.
[0349] In some forms according to the seventh exemplary embodiment
the operating the internal combustion engine further comprises
starting the internal combustion engine in response to one of
determining that a battery state-of-charge (SOC) is below a
threshold and determining that the machine power demand is above a
threshold.
[0350] Some forms according to the seventh exemplary embodiment
further include determining an engine start capability index of the
at least one electrical torque provider, and wherein operating the
internal combustion engine further comprises starting the internal
combustion engine in response to the engine start capability index
being below a first threshold.
[0351] In some forms according to the seventh exemplary embodiment
the operating the internal combustion engine further comprises
starting the internal combustion engine in response to determining
that the engine start capability index is about to fall below a
second threshold.
[0352] Some forms according to the seventh exemplary embodiment
further include allowing an internal combustion engine shutdown in
response to the hybrid power train operating in a series mode.
[0353] Some forms according to the seventh exemplary embodiment
further include preventing an internal combustion engine shutdown
in response to the internal combustion engine operating in one of a
thermal management mode and a warm-up mode.
[0354] An eighth exemplary embodiment is a method including
operating a hybrid power train including an internal combustion
engine and at least one electrical torque provider, determining a
machine power demand, in response to the machine power demand,
determining a power division description, in response to the power
division description, operating the internal combustion engine and
the at least one electrical torque provider, and wherein operating
the internal combustion engine further comprises starting the
internal combustion engine in response to determining a battery
state-of-charge (SOC) is one of: below a first predetermined
threshold value, and below a second predetermined threshold value
and moving lower at a discharge rate exceeding a discharge
threshold value.
[0355] In some forms according to the eighth exemplary embodiment
operating the internal combustion engine further comprises starting
the internal combustion engine in response to determining that a
power demand is about to exceed an electrical limit.
[0356] In some forms according to the eighth exemplary embodiment
operating the internal combustion engine further comprises starting
the internal combustion engine in response to determining that a
battery throughput limit is about to be exceeded.
[0357] In some forms according to the eighth exemplary embodiment
operating the internal combustion engine further comprises starting
the internal combustion engine in response to determining that a
battery throughput value exceeds a battery throughput threshold and
is moving higher at a throughput increase rate exceeding a
throughput increase threshold.
[0358] In some forms according to the eighth exemplary embodiment
operating the internal combustion engine further comprises starting
the internal combustion engine in response to determining that a
power demand rate of increase exceeds a limit.
[0359] A ninth exemplary embodiment is a method including operating
a hybrid power train including an internal combustion engine and at
least one electrical torque provider, determining a machine power
demand, in response to the machine power demand, determining a
power division description, in response to the power division
description, operating the internal combustion engine and the at
least one electrical torque provider, and wherein operating the
internal combustion engine further comprises starting the internal
combustion engine in response to one of: determining a battery
state-of-charge (SOC) is below a predetermined threshold value, and
determining the machine power demand exceeds an engine start
threshold value and the machine power demand is increasing.
[0360] Some forms according to the ninth exemplary embodiment
further include determining an engine start capability index of the
at least one electrical torque provider, and wherein operating the
internal combustion engine further comprises starting the internal
combustion engine in response to the engine start capability index
being below a start capability threshold.
[0361] In some forms according to the ninth exemplary embodiment
the operating the internal combustion engine further comprises
starting the internal combustion engine in response to determining
that the engine start capability index is about to fall below a
second start capability threshold.
[0362] Some forms according to the ninth exemplary embodiment
further include performing engine shutdown and engine startup
operations with at least one time based hysteresis value.
[0363] Some forms according to the ninth exemplary embodiment
further include determining an engine shutdown time hysteresis
value in response to a turbocharger temperature.
[0364] A tenth exemplary embodiment is a system including a hybrid
power train including an engine, a first electrical torque
provider, and a second electrical torque provider, a load
mechanically coupled to the hybrid power train, the hybrid power
train further including a clutch coupled to the engine and the
second electrical torque provider on a first side, and coupled to
the first electrical torque provider and the load on a second side,
an electrical energy storage device electrically coupled to the
first electrical torque provider and the second electrical torque
provider, and a controller structured to perform operations to
smooth torque commands for the engine and the second electrical
torque provider in response to determining that a clutch
engage-disengage event is one of occurring or imminent.
[0365] In some forms according to the tenth exemplary embodiment
the controller is further structured to implement a time-based
hysteresis on clutch engage-disengage.
[0366] In some forms according to the tenth exemplary embodiment
the controller is further structured to smooth the torque commands
by applying one of a rate limiter and a low-pass filter.
[0367] In some forms according to the tenth exemplary embodiment
the controller is further structured to smooth torque commands for
the engine and the second electrical torque provider, wherein the
smoothing occurs with a time constant that is fast relative to a
highly transient operator torque request.
[0368] In some forms according to the tenth exemplary embodiment
the controller is further structured to smooth the torque commands
by applying one of a rate limiter and a low-pass filter.
[0369] In some forms according to the tenth exemplary embodiment
the controller is further structured to provide a zero torque
command to the second electrical torque provider during a clutch
engaging event.
[0370] In some forms according to the tenth exemplary embodiment
the controller is further structured to provide a zero torque
command to the second electrical torque provider during a clutch
disengaging event.
[0371] Some forms according to the tenth exemplary embodiment
further include a first shaft coupling the clutch to the engine and
the second electrical torque provider, a second shaft coupling the
clutch to the first electrical torque provider and the load,
wherein the controller is further structured to close the clutch in
response to determining a speed of the first shaft is within a
predetermined speed threshold value of a speed of the second
shaft.
[0372] In some forms according to the tenth exemplary embodiment
the controller is further structured to operate a closed loop
controller on a position of the clutch, wherein a clutch position
error value is determined in response to a difference between the
speed of the first shaft and the speed of the second shaft.
[0373] In some forms according to the tenth exemplary embodiment
the closed loop controller includes an integral error term.
[0374] An eleventh exemplary embodiment is a method including
determining that a clutch engage-disengage event is one of
occurring or imminent, the clutch coupled to an engine and a second
electrical torque provider on a first side, and coupled to a first
electrical torque provider and a load on a second side, in response
to the clutch engage-disengage event, smooth a torque command for
the engine and for the second electrical torque provider, and
wherein the smoothing includes applying one of a rate limiter and a
low-pass filter.
[0375] Some forms according to the eleventh exemplary embodiment
further include implementing a time-based hysteresis on clutch
engage-disengage.
[0376] Some forms according to the eleventh exemplary embodiment
further include performing the smoothing by applying the low-pass
filter having a time constant that is fast relative to a highly
transient operator torque request.
[0377] Some forms according to the eleventh exemplary embodiment
further include applying the low-pass filter having a time constant
that is faster than 500 ms.
[0378] Some forms according to the eleventh exemplary embodiment
further include providing a zero torque command to the second
electrical torque provider during a clutch engaging event.
[0379] Some forms according to the eleventh exemplary embodiment
further include providing a zero torque command to the second
electrical torque provider during a clutch disengaging event.
[0380] Some forms according to the eleventh exemplary embodiment
further include determining a speed of a first shaft coupling the
clutch to the engine and the second electrical torque provider,
determining a speed of a second shaft coupling the clutch to the
first electrical torque provider and the load, and closing the
clutch in response to determining the speed of the first shaft is
within a predetermined speed threshold value of the speed of the
second shaft.
[0381] Some forms according to the eleventh exemplary embodiment
further include determining a speed of a first shaft coupling the
clutch to the engine and the second electrical torque provider,
determining a speed of a second shaft coupling the clutch to the
first electrical torque provider and the load, determining a clutch
position error value in response to a difference between the speed
of the first shaft and the speed of the second shaft, and operating
a closed loop controller on a position of the clutch in response to
the clutch position error value.
[0382] In some forms according to the eleventh exemplary embodiment
the closed loop controller includes an integral error term.
[0383] A twelfth exemplary embodiment is a method including
determining that a clutch engaging event is occurring, the clutch
coupled to an engine and a second electrical torque provider on a
first side, and coupled to a first electrical torque provider and a
load on a second side, in response to the clutch engaging event,
smooth a torque command for the engine and for the second
electrical torque provider, and determining a speed of a first
shaft coupling the clutch to the engine and the second electrical
torque provider, determining a speed of a second shaft coupling the
clutch to the first electrical torque provider and the load,
determining a clutch position error value in response to a
difference between the speed of the first shaft and the speed of
the second shaft, and operating a closed loop controller on a
position of the clutch in response to the clutch position error
value.
[0384] In some forms according to the twelfth exemplary embodiment
the closed loop controller includes an integral error term.
[0385] Some forms according to the twelfth exemplary embodiment
further include providing a zero torque command to the second
electrical torque provider during the clutch engaging event.
[0386] A thirteenth exemplary embodiment is a method including
operating a hybrid power train including an internal combustion
engine, at least one electrical torque provider, and an electrical
energy storage device electrically coupled to the at least one
electrical torque provider, determining a machine power demand, in
response to the machine power demand, determining a power division
description, interpreting a state-of-health (SOH) for the
electrical energy storage device, and in response to the SOH for
the electrical energy storage device, adjusting the power division
description.
[0387] Some forms according to the thirteenth exemplary embodiment
further include determining a state-of-charge (SOC) target for the
electrical energy storage device in response to the SOH for the
electrical energy storage device, and further adjusting the power
division description in response to the SOC target for the
electrical energy storage device.
[0388] Some forms according to the thirteenth exemplary embodiment
further include determining the SOC target in response to a
charging energy efficiency for the electrical energy storage
device.
[0389] Some forms according to the thirteenth exemplary embodiment
further include determining the SOC target in response to a
charge-discharge energy cycle efficiency for the electrical energy
storage device.
[0390] Some forms according to the thirteenth exemplary embodiment
further include determining a discharge rate limit for the
electrical energy storage device, and further adjusting the power
division description in response to the discharge rate limit.
[0391] Some forms according to the thirteenth exemplary embodiment
further include determining the discharge rate limit in response to
at least one parameter selected from the parameters consisting of
the SOH of the electrical energy storage device, a power bus
deliverability value, a motor limit for one of the electrical
torque providers, and an accessory load value.
[0392] Some forms according to the thirteenth exemplary embodiment
further include determining the discharge rate limit in response to
at least one power electronics throughput limit, wherein the power
electronics is positioned between the electrical energy storage
device and the at least one electrical torque provider.
[0393] Some forms according to the thirteenth exemplary embodiment
further include determining a charge rate limit for the electrical
energy storage device, and further adjusting the power division
description in response to the charge rate limit.
[0394] Some forms according to the thirteenth exemplary embodiment
further include determining the charge rate limit in response to at
least one parameter selected from the parameters consisting of the
SOH of the electrical energy storage device, a power bus
deliverability value, a motor limit for one of the electrical
torque providers, and an accessory load value.
[0395] Some forms according to the thirteenth exemplary embodiment
further include determining the charge rate limit in response to at
least one power electronics throughput limit, wherein the power
electronics is positioned between the electrical energy storage
device and the at least one electrical torque provider.
[0396] A fourteenth exemplary embodiment is a method including
operating a hybrid power train including an internal combustion
engine, at least one electrical torque provider, and an electrical
energy storage device electrically coupled to the at least one
electrical torque provider, determining a machine power demand, in
response to the machine power demand, determining a power division
description, interpreting a state-of-health (SOH) for the
electrical energy storage device, a state-of-charge (SOC) for the
electrical energy storage device, and a target SOC for the
electrical energy storage device, determining an SOC deviation for
the electrical energy device in response to the SOC for the
electrical energy storage device the target SOC for the electrical
energy storage device, and in response to the SOH for the
electrical energy storage device and the SOC deviation for the
electrical energy storage device, adjusting the power division
description.
[0397] Some forms according to the fourteenth exemplary embodiment
further include selecting one of a plurality of SOC deviation
response curves in response to the SOH for the electrical energy
storage device.
[0398] In some forms according to the fourteenth exemplary
embodiment the plurality of SOC deviation response curves provide
an increasing SOC deviation response in response to a decreasing
SOH for the electrical energy storage device.
[0399] Some forms according to the fourteenth exemplary embodiment
further include interpreting the target SOC for the electrical
energy storage device in response to the SOH for the electrical
energy storage device.
[0400] Some forms according to the fourteenth exemplary embodiment
further include increasing the target SOC for the electrical energy
storage device in response to a decreasing SOH for the electrical
energy storage device.
[0401] Some forms according to the fourteenth exemplary embodiment
further include interpreting the target SOC for the electrical
energy storage device in response to a vehicle speed value.
[0402] Some forms according to the fourteenth exemplary embodiment
further include reducing the target SOC for the electrical energy
storage device in response to an increasing vehicle speed
value.
[0403] A fifteenth exemplary embodiment is a method including
determining a machine power demand for a hybrid power train
including an internal combustion engine, at least one electrical
torque provider, and an electrical energy storage device
electrically coupled to the at least one electrical torque
provider, interpreting a state-of-health (SOH) for the electrical
energy storage device, and providing a power division description
in response to the SOH for the electrical energy storage device and
the machine power demand.
[0404] Some forms according to the fifteenth exemplary embodiment
further include determining a state-of-charge (SOC) target for the
electrical energy storage device in response to the SOH for the
electrical energy storage device, and adjusting the power division
description in response to the SOC target for the electrical energy
storage device.
[0405] Some forms according to the fifteenth exemplary embodiment
further include determining the SOC target in response to a
charging energy efficiency for the electrical energy storage
device.
[0406] Some forms according to the fifteenth exemplary embodiment
further include determining the SOC target in response to a
charge-discharge energy cycle efficiency for the electrical energy
storage device.
[0407] Some forms according to the fifteenth exemplary embodiment
further include determining a discharge rate limit for the
electrical energy storage device, and adjusting the power division
description in response to the discharge rate limit.
[0408] Some forms according to the fifteenth exemplary embodiment
further include determining the discharge rate limit in response to
at least one parameter selected from the parameters consisting of
the SOH of the electrical energy storage device, a power bus
deliverability value, a motor limit for one of the electrical
torque providers, and an accessory load value.
[0409] Some forms according to the fifteenth exemplary embodiment
further include determining the discharge rate limit in response to
at least one power electronics throughput limit, wherein the power
electronics is positioned between the electrical energy storage
device and the at least one electrical torque provider.
[0410] Some forms according to the fifteenth exemplary embodiment
further include determining a charge rate limit for the electrical
energy storage device, and further adjusting the power division
description in response to the charge rate limit.
[0411] Some forms according to the fifteenth exemplary embodiment
further include determining the charge rate limit in response to at
least one parameter selected from the parameters consisting of the
SOH of the electrical energy storage device, a power bus
deliverability value, a motor limit for one of the electrical
torque providers, and an accessory load value.
[0412] Some forms according to the fifteenth exemplary embodiment
further include determining the charge rate limit in response to at
least one power electronics throughput limit, wherein the power
electronics is positioned between the electrical energy storage
device and the at least one electrical torque provider.
[0413] A sixteenth exemplary embodiment is a method including
operating a hybrid power train including an internal combustion
engine and at least one electrical torque provider, determining a
machine power demand, determining an audible noise limit value for
the internal combustion engine, in response to the machine power
demand and the audible noise limit value, determining a power
division description, and in response to the power division
description, operating the internal combustion engine and the at
least one electrical torque provider.
[0414] Some forms according to the sixteenth exemplary embodiment
further include interpreting a noise input signal, and wherein
determining the audible noise limit value is in response to the
noise input signal.
[0415] In some forms according to the sixteenth exemplary
embodiment the noise input signal is provided by a user input.
[0416] In some forms according to the sixteenth exemplary
embodiment the noise input signal is in response to a vehicle being
in a reverse gear.
[0417] In some forms according to the sixteenth exemplary
embodiment the audible noise limit value comprises one of a maximum
noise level and a minimum noise level.
[0418] In some forms according to the sixteenth exemplary
embodiment determining the power division in response to the
audible noise limit comprises limiting a rate of change of engine
power output.
[0419] Some forms according to the sixteenth exemplary embodiment
further include determining an audible noise rate limit value for
the internal combustion engine, and adjusting the power division
description in response to the audible noise rate limit value.
[0420] A seventeenth exemplary embodiment is a method including
defining an application operating cycle, defining a plurality of
behavior matrices for a hybrid power train structured to power the
application, wherein each behavior matrix corresponds to operations
of the hybrid power train operating in a parallel configuration,
the operations including operations of power providing components
including a portion of the hybrid power train, wherein the power
providing components comprise an internal combustion engine and at
least one electrical torque provider, determining a plurality of
behavior sequences, each behavior sequence corresponding to one of
the behavior matrices and including a sequential set of values
including the corresponding behavior matrix applied sequentially to
the application operating cycle, confirming a feasibility of each
of the behavior sequences, determining a fitness value
corresponding to each of the feasible behavior sequences, in
response to the fitness value corresponding to each of the feasible
behavior sequences, determining whether a convergence value
indicates that a successful convergence has occurred, and in
response to determining that a successful convergence has occurred,
determining a calibration matrix in response to the behavior
matrices and the fitness values, and providing the calibration
matrix to a hybrid power train controller.
[0421] Some forms according to the seventeenth exemplary embodiment
further include operating a hybrid power train with the hybrid
power train controller.
[0422] Some forms according to the seventeenth exemplary embodiment
further include, in response to determining that the successful
convergence has not occurred, determining a plurality of child
behavior matrices in response to the plurality of behavior matrices
and the fitness value corresponding to each of the feasible
behavior sequences, confirming the feasibility of each of the child
behavior sequences resulting from the child behavior matrices,
determining the fitness value corresponding to each of the feasible
child behavior sequences, and in response to the fitness value
corresponding to each of the feasible child behavior sequences
further determining whether the convergence value indicates that
the successful convergence has occurred.
[0423] In some forms according to the seventeenth exemplary
embodiment the confirming the feasibility of each behavior sequence
and child behavior sequence comprises determining whether an
electrical limit is exceeded in the corresponding behavior
sequence.
[0424] In some forms according to the seventeenth exemplary
embodiment the determining a plurality of child behavior matrices
includes selecting a plurality of parent behavior matrices from the
behavior matrices in response to the corresponding fitness
functions.
[0425] Some forms according to the seventeenth exemplary embodiment
further include selecting parent behavior matrices according to an
operation selected from the operations consisting of: selecting the
most fit behavior matrices, and selecting behavior matrices having
a survival probability related to the corresponding fitness
function.
[0426] Some forms according to the seventeenth exemplary embodiment
further include crossing over behavior parameters between two
parent behavior matrices to determine a child behavior matrix.
[0427] Some forms according to the seventeenth exemplary embodiment
further include applying a random change to a parameter of the
child behavior matrix.
[0428] In some forms according to the seventeenth exemplary
embodiment each of the behavior matrices and each of the child
behavior matrices comprise: a plurality of hybrid power train
operating conditions and a behavior vector corresponding to each of
the hybrid power train operating conditions, wherein each behavior
vector comprises a power division description for the power
providing devices.
[0429] In some forms according to the seventeenth exemplary
embodiment the plurality of hybrid power train operating conditions
include a machine shaft speed and a machine power demand.
[0430] In some forms according to the seventeenth exemplary
embodiment the power division description comprises a total
electrical contribution and an internal combustion engine
contribution.
[0431] In some forms according to the seventeenth exemplary
embodiment the power division description comprises an internal
combustion engine contribution, a power contribution of a first
electrical torque provider, and a power contribution of a second
electrical torque provider.
[0432] In some forms according to the seventeenth exemplary
embodiment each contribution includes a discrete number of possible
states, and wherein each behavior matrix includes the discrete
number of possible states corresponding to the contribution.
[0433] Some forms according to the seventeenth exemplary embodiment
further include allowing the discrete number of possible states
corresponding to a contribution to vary.
[0434] Some forms according to the seventeenth exemplary embodiment
further include allowing the discrete number of possible states of
the internal combustion engine contribution to vary.
[0435] Some forms according to the seventeenth exemplary embodiment
further include determining whether the convergence value indicates
that the successful convergence has occurred by determining whether
an incremental improvement in a characteristic fitness value is
lower than a convergence threshold value.
[0436] In some forms according to the seventeenth exemplary
embodiment the characteristic fitness value includes a best fitness
value.
[0437] Some forms according to the seventeenth exemplary embodiment
further include performing a sensitivity check on a behavior matrix
corresponding to the best fitness value.
[0438] Some forms according to the seventeenth exemplary embodiment
further include performing the sensitivity check in response to the
incremental improvement in the characteristic fitness value
exceeding an acute convergence threshold value.
[0439] An eighteenth exemplary embodiment is a method including
defining a vehicle application operating cycle, defining a
plurality of behavior matrices for a hybrid power train structured
to power the vehicle, wherein each behavior matrix corresponds to
operations of the hybrid power train operating in a parallel
configuration, the operations including operations of power
providing components including a portion of the hybrid power train,
wherein the power providing components comprise an internal
combustion engine and at least one electrical torque provider,
determining a plurality of behavior sequences, each behavior
sequence corresponding to one of the behavior matrices and
including a sequential set of values including the corresponding
behavior matrix applied sequentially to the vehicle application
operating cycle, confirming a feasibility of each of the behavior
sequences, determining a fitness value corresponding to each of the
feasible behavior sequences, in response to the fitness value
corresponding to each of the feasible behavior sequences,
determining whether a convergence value indicates that a successful
convergence has occurred, and in response to determining that a
successful convergence has occurred, determining a calibration
matrix in response to the behavior matrices and the fitness values,
and providing the calibration matrix to a hybrid power train
controller.
[0440] In some forms according to the eighteenth exemplary
embodiment the vehicle application operating cycle comprises a
driving route.
[0441] Some forms according to the eighteenth exemplary embodiment
further include determining a plurality of calibration matrices,
each calibration matrix corresponding to one of a plurality of
driving routes, wherein each of the driving routes corresponds to a
distinct duty cycle characteristic.
[0442] Some forms according to the eighteenth exemplary embodiment
further include, in response to the operating the hybrid power
train, determining a real-time duty cycle characteristic of the
hybrid power train, and selecting one of the plurality of
calibration matrices in response to the real-time duty cycle
characteristic and the distinct duty cycle characteristic
corresponding to the driving routes.
[0443] Some forms according to the eighteenth exemplary embodiment
further include interpolating between two of the calibration
matrices in response to the real-time duty cycle characteristic and
the distinct duty cycle characteristic corresponding to the driving
routes.
[0444] In some forms according to the eighteenth exemplary
embodiment the vehicle application operating cycle includes a
plurality of discrete driving routes having a similar duty cycle
characteristic.
[0445] Some forms according to the eighteenth exemplary embodiment
further include downloading run-time data of the hybrid power train
to an external computer, selecting at least a portion of the
run-time data as a vehicle application operating cycle, and
generating second calibration matrix in response to the run-time
data.
[0446] In some forms according to the eighteenth exemplary
embodiment the external computer comprises one of a computer
on-board a vehicle having the hybrid power train and a computer
external to the vehicle having the hybrid power train.
[0447] In some forms according to the eighteenth exemplary
embodiment the original calibration matrix is utilized as a parent
behavior matrix.
[0448] Some forms according to the eighteenth exemplary embodiment
further include limiting an amount of change between the
calibration matrix and the second calibration matrix.
[0449] In some forms according to the eighteenth exemplary
embodiment the run-time data is compressed and stored on a
controller of the hybrid power train until the downloading.
[0450] An nineteenth exemplary embodiment is a method including
defining an application operating cycle, defining a plurality of
behavior matrices for a hybrid power train structured to power the
application, wherein each behavior matrix corresponds to operations
of the hybrid power train operating in a parallel configuration,
the operations including operations of power providing components
including a portion of the hybrid power train, wherein the power
providing components comprise an internal combustion engine and at
least one electrical torque provider, determining a plurality of
behavior sequences, each behavior sequence corresponding to one of
the behavior matrices and including a sequential set of values
including the corresponding behavior matrix applied sequentially to
the application operating cycle, determining a fitness value
corresponding to each of the behavior sequences, in response to the
fitness value corresponding to each of the behavior sequences,
determining whether a convergence value indicates that a successful
convergence has occurred, and in response to determining that a
successful convergence has occurred, determining a calibration
matrix in response to the behavior matrices and the fitness values,
and providing the calibration matrix to a hybrid power train
controller.
[0451] Some forms according to the nineteenth exemplary embodiment
further include, in response to determining that the successful
convergence has not occurred, determining a plurality of child
behavior matrices in response to the plurality of behavior matrices
and the fitness value corresponding to each of the behavior
sequences, determining the fitness value corresponding to each of
the child behavior sequences, and in response to the fitness value
corresponding to each of the child behavior sequences further
determining whether the convergence value indicates that the
successful convergence has occurred.
[0452] Some forms according to the nineteenth exemplary embodiment
further include confirming a feasibility of each of the behavior
sequences, wherein the determining the fitness value comprises
determining the fitness value corresponding to each of the feasible
sequences.
[0453] Some forms according to the nineteenth exemplary embodiment
further include, in response to determining that the successful
convergence has not occurred, determining a plurality of child
behavior matrices in response to the plurality of behavior matrices
and the fitness value corresponding to each of the feasible
behavior sequences, confirming the feasibility of each of the child
behavior sequences resulting from the child behavior matrices,
determining the fitness value corresponding to each of the feasible
child behavior sequences, and in response to the fitness value
corresponding to each of the feasible child behavior sequences
further determining whether the convergence value indicates that
the successful convergence has occurred.
[0454] In some forms according to the nineteenth exemplary
embodiment the confirming the feasibility of each behavior sequence
and child behavior sequence comprises determining whether an
emissions limit is exceeded in the corresponding behavior
sequence.
[0455] In some forms according to the nineteenth exemplary
embodiment the confirming the feasibility of each behavior sequence
and child behavior sequence comprises determining whether an
aftertreatment regeneration capability is provided in the
corresponding behavior sequence.
[0456] In some forms according to the nineteenth exemplary
embodiment the parallel configuration constrains the engine, the
first electrical torque provider, and the second electrical torque
provider to operate at one of a uniform speed or at a fixed ratio
of speeds.
[0457] In some forms according to the nineteenth exemplary
embodiment the fitness value comprises a fuel economy cost.
[0458] In some forms according to the nineteenth exemplary
embodiment the fitness value comprises an emissions cost.
[0459] In some forms according to the nineteenth exemplary
embodiment the fitness value comprises a secondary cost of
emissions.
[0460] In some forms according to the nineteenth exemplary
embodiment the secondary cost of emissions comprises at least one
secondary cost selected from the secondary costs consisting of: a
service life cost of an aftertreatment device, an operating cost of
the aftertreatment device, and an aftertreatment device
regeneration cost of the aftertreatment device.
[0461] A twentieth exemplary embodiment is a method including a
hybrid power train including an internal combustion engine and an
electrical system, the electrical system including a first
electrical torque provider, a second electrical torque provider,
and an electrical energy storage device electrically coupled to the
first electrical torque provider and the second electrical torque
provider, a controller structured to perform operations including:
determining a power surplus value of the electrical system,
determining a machine power demand change value, in response to the
power surplus value of the electrical system being greater than or
equal to the machine power demand change value, operating an
optimum cost controller to determine a power division for the
engine, first electrical torque provider, and second electrical
torque provider, and in response to the power surplus value of the
electrical system being less than the machine power demand change
value, operating a rule-based controller to determine the power
division for the engine, first electrical torque provider, and
second electrical torque provider.
[0462] In some forms according to the twentieth exemplary
embodiment the controller is further structured to determine the
power surplus value of the first electrical torque provider in
response to the electrical system having power delivery
availability to meet the machine power demand change value.
[0463] In some forms according to the twentieth exemplary
embodiment further in response to the machine power demand change
value exceeding a threshold, the controller is further structured
to operate the rule-based controller.
[0464] In some forms according to the twentieth exemplary
embodiment the controller is further structured to determine the
power surplus value in response to at least one parameter selected
from the parameters consisting of: a torque rating of the first
electrical torque provider, a torque rating of the second
electrical torque provider, an accessory load, a throughput rating
of the electrical energy storage device, a state-of-charge (SOC) of
the electrical energy storage device, a throughput rating of a
first power electronics interposed between the electrical energy
storage device and the first electrical torque provider, and a
throughput rating of a second power electronics interposed between
the electrical energy storage device and the second electrical
torque provider.
[0465] In some forms according to the twentieth exemplary
embodiment the controller is further structured to operate the
optimum cost controller by incrementally changing a power provided
by the engine in a first execution cycle, and determining whether
the incrementally changed power improved a power cost value.
[0466] In some forms according to the twentieth exemplary
embodiment the controller is further structured to operate the
optimum cost controller as a closed loop controller having an error
value determined in response to a slope of the power cost value
with time.
[0467] In some forms according to the twentieth exemplary
embodiment the optimum cost controller is a proportional-integral
controller.
[0468] In some forms according to the twentieth exemplary
embodiment the controller is further structured to apply a random
noise value to the incrementally changing power provided by the
engine.
[0469] In some forms according to the twentieth exemplary
embodiment the random noise value comprises an amplitude selected
in response to an expected local minima depth property of a
response surface of the hybrid power train.
[0470] In some forms according to the twentieth exemplary
embodiment the controller is further structured to increase an
amplitude of the incremental change in response to an increasing
rate of change of the power cost value.
[0471] In some forms according to the twentieth exemplary
embodiment the controller is further structured to operate the
rule-based controller to respond to increasing power demand by, in
order and until the power demand is achieved, increasing power
output of the first electrical torque provider, increasing power
output of the second electrical torque provider, and increasing
power output of the engine.
[0472] In some forms according to the twentieth exemplary
embodiment the controller is further structured to operate the
rule-based controller to response to decreasing power demand by, in
order and until the power demand is achieved, decreasing power of
the first electrical torque provider, decreasing power of the
second electrical torque provider, and decreasing power of the
engine.
[0473] Some forms according to the twentieth exemplary embodiment
further include limiting the first electrical torque provider and
the second electrical torque provider to a minimum zero torque
until the engine reaches a minimum torque value.
[0474] Some forms according to the twentieth exemplary embodiment
further include a clutch positioned with the first electrical
torque provider and a load on a first side and with the internal
combustion engine and the second electrical torque provider on a
second side, wherein the clutch in a closed position provides the
hybrid power train in a parallel configuration and wherein the
clutch in an open position provides the hybrid power train in a
series configuration.
[0475] Some forms according to the twentieth exemplary embodiment
further include, in response to determining the clutch is open and
the power surplus value being less than the machine power demand
change value, the controller further structured to command the
clutch to close.
[0476] Some forms according to the twentieth exemplary embodiment
further include, in response to determining the clutch is open and
the power surplus value being less than the machine power demand
change value, and further in response to determining the clutch is
disallowed from closing, the controller further structured to
command the first electrical torque provider to one of a maximum or
minimum torque position.
[0477] In some forms according to the twentieth exemplary
embodiment the controller is further structured to command the
first electrical torque provider to meet the machine power demand
change value.
[0478] A twenty-first exemplary embodiment is a method including
determining a power surplus value of an electrical system including
a portion of a hybrid power train, determining a machine power
demand change value, in response to the power surplus value of the
electrical system being greater than or equal to the machine power
demand change value, operating an optimum cost controller to
determine a power division for the hybrid power train including an
engine, a first electrical torque provider, and a second electrical
torque provider, and in response to the power surplus value of the
electrical system being less than the machine power demand change
value, operating a rule-based controller to determine the power
division for the hybrid power train.
[0479] Some forms according to the twenty-first exemplary
embodiment further include determining the power surplus value of
the first electrical torque provider in response to the electrical
system having power delivery availability to meet the machine power
demand change value.
[0480] Some forms according to the twenty-first exemplary
embodiment further include operating a rule-based controller in
response to the machine power demand change value exceeding a
threshold.
[0481] Some forms according to the twenty-first exemplary
embodiment further include determining the power surplus value in
response to a torque rating of at least one of the first electrical
device and the second electrical device.
[0482] Some forms according to the twenty-first exemplary
embodiment further include determining the power surplus value in
response to an accessory load.
[0483] Some forms according to the twenty-first exemplary
embodiment further include determining the power surplus value in
response to a throughput rating of an electrical energy storage
device electrically coupled to the first electrical torque provider
and the second electrical torque provider.
[0484] Some forms according to the twenty-first exemplary
embodiment further include determining the power surplus value in
response to a state-of-charge (SOC) of an electrical energy storage
device electrically coupled to the first electrical torque provider
and the second electrical torque provider.
[0485] Some forms according to the twenty-first exemplary
embodiment further include determining the power surplus value in
response to at least one of a throughput rating of a first power
electronics interposed between an electrical energy storage device
and the first electrical torque provider, and a throughput rating
of a second power electronics interposed between the electrical
energy storage device and the second electrical torque provider,
the electrical energy storage device electrically coupled to the
first electrical torque provider and the second electrical torque
provider.
[0486] Some forms according to the twenty-first exemplary
embodiment further include operating the optimum cost controller by
incrementally changing a power provided by the engine in a first
execution cycle, and determining whether the incrementally changed
power improved a power cost value.
[0487] Some forms according to the twenty-first exemplary
embodiment further include operating the optimum cost controller as
a closed loop controller having an error value determined in
response to a slope of the power cost value with time.
[0488] Some forms according to the twenty-first exemplary
embodiment further include applying a random noise value to the
incrementally changing power provided by the engine.
[0489] Some forms according to the twenty-first exemplary
embodiment further include selecting an amplitude for the random
noise value in response to an expected local minima depth property
of a response surface of the hybrid power train.
[0490] Some forms according to the twenty-first exemplary
embodiment further include increasing an amplitude of the
incremental change in response to an increasing rate of change of
the power cost value.
[0491] Some forms according to the twenty-first exemplary
embodiment further include operating the rule-based controller to
respond to increasing power demand by, in order and until the power
demand is achieved, increasing power output of the first electrical
torque provider, increasing power output of the second electrical
torque provider, and increasing power output of the engine.
[0492] Some forms according to the twenty-first exemplary
embodiment further include operating the rule-based controller to
response to decreasing power demand by, in order and until the
power demand is achieved, decreasing power of the first electrical
torque provider, decreasing power of the second electrical torque
provider, and decreasing power of the engine.
[0493] Some forms according to the twenty-first exemplary
embodiment further include limiting the first electrical torque
provider and the second electrical torque provider to a minimum
zero torque until the engine reaches a minimum torque value.
[0494] Some forms according to the twenty-first exemplary
embodiment further include commanding a clutch in a closed position
to position the hybrid power train in a parallel configuration,
wherein the clutch is positioned with the first electrical torque
provider and a load on a first side and with the internal
combustion engine and the second electrical torque provider on a
second side.
[0495] Some forms according to the twenty-first exemplary
embodiment further include commanding the clutch in an open
position to position the hybrid power train in a series
configuration.
[0496] Some forms according to the twenty-first exemplary
embodiment further include, in response to determining the clutch
is open and the power surplus value is less than the machine power
demand change value, commanding the clutch to the closed
position.
[0497] Some forms according to the twenty-first exemplary
embodiment further include, in response to determining the clutch
is open and the power surplus value is less than the machine power
demand change value, and further in response to determining the
clutch is disallowed from closing, commanding the first electrical
torque provider to one of a maximum or minimum torque position.
[0498] A twenty-second exemplary embodiment is a method including
determining a machine shaft torque demand and a machine shaft
speed, in response to the machine shaft torque demand and the
machine shaft speed, determining a machine power demand, in
response to determining the machine shaft speed is zero and the
machine shaft torque demand is greater than zero, adjusting the
machine power demand to a non-zero value, determining a power
division description between an internal combustion engine and at
least one electrical torque provider, and operating the internal
combustion engine and the at least one electrical torque provider
in response to the power division description.
[0499] Some forms according to the twenty-second exemplary
embodiment further include determining an engine cost function
including engine operating cost as a function of engine power
output, an electrical cost function including electrical torque
provider operating cost as a function of the electrical torque
provider power output, and where the determining the power division
description is in response to the engine cost function and the
electrical cost function.
[0500] In some forms according to the twenty-second exemplary
embodiment the electrical cost function includes an efficiency of
corresponding power electronics, the corresponding power
electronics interposed between the electrical torque provider and
an electrical energy storage device.
[0501] In some forms according to the twenty-second exemplary
embodiment the electrical cost function includes a generating
operating region, and wherein the electrical cost function further
includes an efficiency of electrical energy storage and
recovery.
[0502] Some forms according to the twenty-second exemplary
embodiment further include determining a second electrical cost
function including a second electrical torque provider operating
cost as a function of a second electrical torque provider power
output, where the determining the power division description is
further in response to the engine cost function, the electrical
cost function, and the second electrical cost function.
[0503] In some forms according to the twenty-second exemplary
embodiment the second electrical cost function includes an
efficiency of corresponding second power electronics, the
corresponding second power electronics interposed between the
second electrical torque provider and the electrical energy storage
device.
[0504] In some forms according to the twenty-second exemplary
embodiment the second electrical cost function includes a
generating operating region, and wherein the second electrical cost
function further includes a second efficiency of electrical energy
storage and recovery corresponding to the second electrical torque
provider and the second power electronics.
[0505] Some forms according to the twenty-second exemplary
embodiment further include in a first operating mode, disengaging a
clutch between the internal combustion engine and the first
electrical torque provider, and providing all of the machine power
demand with the first electrical torque provider, in a second
operating mode, engaging the clutch between the internal combustion
engine and the first electrical torque provider and providing all
of the machine power demand with the internal combustion engine, in
a third operating mode, engaging the clutch between the internal
combustion engine and the first electrical torque provider and
dividing the machine power demand between the internal combustion
engine and the first electrical torque provider, in a fourth
operating mode, engaging the clutch between the internal combustion
engine and the first electrical torque provider and dividing the
power between the internal combustion engine and the second
electrical torque provider, in a fifth operating mode, engaging the
clutch between the internal combustion engine and the first
electrical torque provider and dividing the power between the first
electrical torque provider and the second electrical torque
provider, and in a sixth operating mode, engaging the clutch
between the internal combustion engine and the first electrical
torque provider and dividing the power between the internal
combustion engine, the first electrical torque provider, and the
second electrical torque provider.
[0506] Some forms according to the twenty-second exemplary
embodiment further include determining a cost disposition
parameter, and wherein determining each of the cost functions
comprises determining each cost function in response to the cost
disposition parameter and a plurality of corresponding cost
functions.
[0507] In some forms according to the twenty-second exemplary
embodiment the cost disposition parameter comprises one of a duty
cycle category and a drive route parameter.
[0508] In some forms according to the twenty-second exemplary
embodiment determining each cost function in response to the cost
disposition parameter and a plurality of corresponding cost
functions comprises one of: selecting one of the corresponding cost
functions, and interpolating between two proximate cost functions
from the corresponding cost functions.
[0509] Some forms according to the twenty-second exemplary
embodiment further include adjusting the power division description
in response to an electrical storage device state-of-charge.
[0510] Some forms according to the twenty-second exemplary
embodiment further include determining the electrical cost function
including the electrical torque provider operating cost as a
function of the electrical torque provider power output and an
electrical energy storage device state-of-charge.
[0511] Some forms according to the twenty-second exemplary
embodiment further include determining the electrical cost function
including the electrical torque provider operating cost as a
function of the electrical torque provider power output and an
electrical energy storage device state-of-charge, and determining
the second electrical cost function including the second electrical
torque provider operating cost as a function of the second
electrical torque provider power output and the electrical energy
storage device state-of-charge.
[0512] Some forms according to the twenty-second exemplary
embodiment further include determining a vehicle speed, and
determining the power division description in response to the
machine power demand and the vehicle speed.
[0513] Some forms according to the twenty-second exemplary
embodiment further include determining a plurality of nominal power
division descriptions as a two-dimensional function of the vehicle
speed and the machine power demand, where the determining the power
division description further comprises a lookup operation utilizing
the plurality of nominal power division descriptions.
[0514] Some forms according to the twenty-second exemplary
embodiment further include determining the power division
description between the internal combustion engine, a first
electrical torque provider, and a second electrical torque
provider.
[0515] Some forms according to the twenty-second exemplary
embodiment further include, in response to determining that the
second electrical torque provider provides the entire machine
torque demand: disengaging a clutch positioned between the internal
combustion engine and the second electrical torque provider.
[0516] In some forms according to the twenty-second exemplary
embodiment the engine cost function further includes an emissions
cost.
[0517] In some forms according to the twenty-second exemplary
embodiment the engine cost function further includes a second
emissions cost.
[0518] In some forms according to the twenty-second exemplary
embodiment the engine cost function further includes a secondary
effect cost, wherein the secondary effect is selected from the
effects consisting of: an incremental life loss of an
aftertreatment component and an incremental regeneration cost of
the aftertreatment component.
[0519] In some forms according to the twenty-second exemplary
embodiment the emissions cost includes a discontinuity.
[0520] In some forms according to the twenty-second exemplary
embodiment the machine power demand is negative.
[0521] In some forms according to the twenty-second exemplary
embodiment the power division description includes an engine
braking target power value.
[0522] While the invention has been illustrated and described in
detail in the drawings and foregoing description, the same is to be
considered as illustrative and not restrictive in character, it
being understood that only certain exemplary embodiments have been
shown and described and that all changes and modifications that
come within the spirit of the inventions are desired to be
protected. It should be understood that while the use of words such
as preferable, preferably, preferred or more preferred utilized in
the description above indicate that the feature so described may be
more desirable, it nonetheless may not be necessary and embodiments
lacking the same may be contemplated as within the scope of the
invention, the scope being defined by the claims that follow. In
reading the claims, it is intended that when words such as "a,"
"an," "at least one," or "at least one portion" are used there is
no intention to limit the claim to only one item unless
specifically stated to the contrary in the claim. When the language
"at least a portion" and/or "a portion" is used the item can
include a portion and/or the entire item unless specifically stated
to the contrary.
* * * * *