HEV energy management for high performance operation

Patent metadata

Field	Value
Publication number	US-10486684-B2
Application number	US-201715629541-A
Country	US
Kind code	B2
Filing date	Jun 21, 2017
Priority date	Jun 21, 2017
Publication date	Nov 26, 2019
Grant date	Nov 26, 2019

Abstract

A vehicle includes a combustion engine (CE) and electric machine (EM) coupled to an energy storage system (ESS) and a controller, which are configured to maximize ESS/battery charge recovery during high performance operation. The controller commands the CE to generate power exceeding road load power and power demand (PD), to recharge the ESS at a maximum rate for rapid ESS charge recovery. Responsive to the PD, the CE generates a maximum power to drive the EM to recharge the ESS at a maximum rate during acceleration, deceleration, and when maintaining velocity of the vehicle, and to generate positive torque and discharge the ESS when PD and road load power exceeds CE maximum power, according to the PD, road load power, and maximum ESS charge rate. Power regeneration during deceleration may also be enabled for the electric machine and/or regenerative brakes, which further maximizes ESS SoC recovery during high performance operation.

First claim

What is claimed is:

1. A vehicle, comprising:
a combustion engine (CE);
a motor/generator (M/G) coupled to an energy storage system (ESS) having a state of charge (SoC) limit; and
a controller configured to, responsive to a driver power demand (PD), adjust engine power to exceed the driver PD and a road load power (RLP) that is defined by performance parameters of the vehicle, and
such that the M/G delivers a maximum charge rate defined by the ESS while a SoC of the ESS is below the SoC limit.

2. The vehicle according to claim 1 , further comprising:
the controller configured to command, in response to the driver PD and RLP being less than a maximum CE power,
the CE to generate the maximum CE power to accelerate the vehicle and
the motor/generator (M/G) to generate maximum negative torque, according to the maximum CE power, RLP, and the driver PD, to recharge the ESS at the maximum charge rate while the SoC is below the SoC limit.

3. The vehicle according to claim 1 , further comprising:
the controller configured to command, in response to the driver PD and RLP demanding power greater than or equal to a maximum CE power,
the CE and the M/G to generate a maximum combined power to accelerate the vehicle, such that the ESS discharges to the M/G at a rate according to the driver PD, RLP, and maximum CE power.

4. The vehicle according to claim 1 , further comprising:
the controller configured to command, in response to the driver PD demanding power equal to the RLP,
the CE to generate maximum CE power to maintain a velocity of the vehicle and to drive the M/G to generate a maximum negative torque, according to the maximum CE power, RLP, and the driver PD, to recharge the ESS at the maximum charge rate while the SoC is below the SoC limit.

5. The vehicle according to claim 1 , further comprising:
the controller configured to command, in response to the driver PD being less than the RLP and greater than the maximum charge rate:
the M/G to regeneratively decelerate the vehicle by generating negative torque, and to deliver power to the ESS at a regen rate,
the CE to generate power to drive the M/G to generate added negative torque to deliver power to the ESS at an added rate, and
such that the regen and added rates equal the maximum charge rate.

6. The vehicle according to claim 1 , further comprising:
at least one regenerative brake coupled to a driveline of the vehicle; and
the controller configured to command, in response to the driver PD being less than the RLP and greater than the maximum charge rate:
one or more of the M/G and the at least one regenerative brake to regeneratively decelerate the vehicle by generating negative torque, and to deliver power to the ESS at a regen rate,
the CE to generate power to drive the M/G to generate added negative torque to deliver power to the ESS at an added rate, and
such that the regen and added rates equal the ESS maximum recharge rate.

7. The vehicle according to claim 1 , further comprising:
at least one of a regenerative brake and a friction brake coupled to a driveline of the vehicle; and
the controller configured to command, in response to the driver PD being less than the RLP and less than or equal to the maximum charge rate:
one or more of the M/G and the at least one regenerative brake to regeneratively decelerate the vehicle by generating negative torque, and to deliver power to the ESS at a regen rate equal to the maximum charge rate, and
the at least one friction brake to further decelerate the vehicle according to the driver PD, RLP, and the maximum charge rate.

8. A vehicle, comprising:
a combustion engine (CE) coupled to an electric machine (EM) and a battery having a state of charge (SoC) limit; and
a controller configured to command the CE to, in response to a driver power demand (PD),
generate a power exceeding a road load power (RLP) that is defined by performance parameters of the vehicle, and the driver PD, and
recharge the battery at a maximum charge rate defined by the battery while a SoC of the battery is below the SoC limit.

9. The vehicle according to claim 8 , further comprising:
the controller configured to command, in response to the driver PD and RLP being less than a maximum CE power,
the CE to generate the maximum CE power to accelerate the vehicle and to drive the EM to generate negative torque to recharge the battery at the maximum charge rate to the SoC limit.

10. The vehicle according to claim 8 , further comprising:
the controller configured to command, in response to the driver PD and RLP being greater than or equal to a maximum CE power,
the CE and the EM to generate a maximum combined power to accelerate the vehicle, such that the battery discharges power to the EM at a rate according to the driver PD, RL, and the maximum CE power.

11. The vehicle according to claim 8 , further comprising:
the controller configured to, in response to the driver PD being equal to the RLP,
command the CE to generate a maximum CE power to maintain a vehicle velocity and to drive the EM to generate negative torque to recharge the battery at the maximum charge rate to the SoC limit.

12. The vehicle according to claim 8 , further comprising:
the controller configured to command, in response to the driver PD being less than the RLP and greater than the maximum charge rate:
the EM to regeneratively decelerate the vehicle by generating negative torque, and to deliver power to the at least one battery at a regen rate,
the CE to generate power to drive the EM to generate added negative torque to deliver power to the battery at an added rate, and
such that the regen and added rates equal the maximum charge rate.

13. The vehicle according to claim 8 , further comprising:
at least one regenerative brake coupled to a driveline of the vehicle; and
the controller configured to command, in response to the driver PD being less than the RLP and greater than the maximum charge rate:
one or more of the EM and the at least one regenerative brake to regeneratively decelerate the vehicle by generating negative torque, and to deliver power to the battery at a regen rate,
the CE to generate power to drive the EM to generate added negative torque to deliver power to the battery at an added rate, and
such that the regen and added rates equal the maximum charge rate.

14. The vehicle according to claim 8 , further comprising:
at least one of a regenerative brake and a friction brake coupled to a driveline of the vehicle; and
the controller configured to command, in response to the driver PD being less than the RLP and less than or equal to the maximum charge rate:
one or more of the EM and the at least one regenerative brake to regeneratively decelerate the vehicle by generating negative torque, and to deliver power to the battery at a regen rate equal to the maximum charge rate, and
the at least one friction brake to further decelerate the vehicle according to the driver PD, RLP, and the maximum Charge rate.

15. A method of controlling a vehicle, comprising:
providing a controller, combustion engine (CE), and motor generator (M/G) coupled to an energy storage system (ESS) having a state of charge (SoC) limit; and
responsive to a driver power demand (PD), commanding the CE to generate power exceeding the driver PD and a road load power (RLP) that is defined by performance parameters of the vehicle such that the M/G delivers a maximum charge rate defined by the ESS while the state of charge is below the SoC limit.

16. The method of controlling the vehicle according to claim 15

Assignees

• Ford Global Tech Llc

Inventors

• Collins Patrick Gordon
• Boyko Anthony
• Pettersson Lars Niklas
• West Matthew L

Classifications

• B60W10/08

  including control of electric propulsion units, e.g. motors or generators · CPC title

• B60W10/26

  for electrical energy, e.g. batteries or capacitors · CPC title

• B60W20/00 Primary

  Control systems specially adapted for hybrid vehicles {(hybrid vehicle design, B60K6/00; electric vehicles B60L)} · CPC title

• B60W2710/244

  Charge state · CPC title

• B60W2720/10

  Longitudinal speed · CPC title