HEV energy management for high performance operation

Abstract

The present disclosure relates to HEV energy management for high-performance operation. A vehicle includes a combustion engine (CE), an electric machine (EM) connected to an energy storage system (ESS), and a controller configured to maximize the charge recovery of the ESS / battery during high-performance operation. The controller commands the CE to generate power in excess of the road load power and the power demand (PD) to recharge the ESS at a maximum rate that achieves rapid ESS charge recovery. In response to the PD, the CE generates maximum power to drive the EM to recharge the ESS at a maximum rate during acceleration, deceleration, and maintaining the speed of the vehicle, and based on the PD, the road load power, and the maximum ESS charging rate, generates positive torque and discharges the ESS when the PD and the road load power exceed the CE maximum power. Power regeneration of the motor and / or regenerative brakes can also be enabled during deceleration, which further maximizes the SoC recovery of the ESS during high-performance operation.

Description

Technical Field

[0001] The present disclosure relates to a hybrid electric vehicle having a combustion engine and an electric machine configured to generate and store electricity for propulsion and energy storage recovery. Background Art

[0002] A hybrid electric vehicle (HEV) having an internal combustion engine (ICE) and an electric machine or traction motor / generator (M / G) coupled to an energy storage system is typically configured to optimize fuel consumption and optimize energy storage system (ESS) and battery life. For specific applications, the HEV may also be configured to override and / or switch between a fuel consumption and ESS / battery life optimizing configuration and a high performance operation commanding maximum power output from the combination of the ICE and M / G and maximum energy recovery from the ESS / battery. Such high performance operation would previously have resulted in depletion of the ESS or battery, which constrained the performance of the HEV until the ESS / battery could recover energy. Summary of the invention

[0003] The present disclosure implements new functionality for improved control and management of HEV high-performance operating modes, which are driver-selectable operating modes in addition to the nominal operating mode that conserves fuel and ESS / battery power. The present invention enables rapid power recovery of the ESS during high-performance HEV operation, which prevents and / or reduces the likelihood of ESS depletion. The HEV includes a combustion engine (CE), an electric machine (EM) connected to an energy storage system (ESS) such as one or more batteries, and a controller configured to achieve maximized or high-priority ESS power recovery during operation. When the state of charge (SoC) of the ESS or battery is below the SoC charging capacity limit, the controller may command the CE to generate power up to the maximum CE power in excess of the road load power (RLP) and the power demand (PD), which enables rapid power recovery of the ESS at a rate up to the ESS / battery maximum recharge rate based on the excess or surplus available power after the RLP and PD are met, thereby preventing or minimizing depletion.

[0004] When PD power is required during this high performance operating mode, the CE generates maximum power, which is used in part to accelerate, decelerate and / or maintain the speed of the vehicle, and also drives the EM to generate negative torque to recharge the ESS / battery at a rate up to the maximum recharge rate based on the power available for ESS / battery charge recovery after the PD and RLP power requirements are met. The HEV also enables power regeneration and / or recovery during deceleration, which utilizes the motor and / or regenerative brakes and can be used to further maximize rapid SoC recovery of the ESS / battery.

[0005] Improved operating systems and methods include a vehicle or HEV having or provided with an internal combustion engine or combustion engine (ICE or CE) and an electric machine and / or motor / generator (EM or M / G) connected to an energy storage system (ESS) such as a battery, the ESS having an instantaneous and maximum state of charge (SoC) limit and a maximum recharge rate at which the SoC can be restored. The vehicle or HEV also includes a controller configured to respond to a power demand and / or power demand signal (PD or PDS) and command the ICE and M / G to generate a combined power in excess of a combination of RLP and PDS to establish a surplus power amount. The power accelerates the HEV and / or maintains the speed of the HEV, and the excess surplus power is used to recharge the ESS at a charge rate that can be varied to a maximum recharge rate until the SoC of the ESS is fully restored and reaches the SoC limit and / or to recharge the ESS when the SoC is below the limit.

[0006] The controller of the HEV or vehicle is also configured to respond to the PDS demand power being less than the maximum ICE power and command the ICE to generate the maximum ICE power, which is used in part to accelerate the vehicle and also enable or drive the M / G to generate negative torque to recharge the ESS and / or battery until the SoC limit is reached and / or to recharge the ESS and / or battery when the SoC is below the limit. The controller is also configured in a variant to respond to the PDS demand power being greater than or equal to the maximum ICE power and command the ICE and M / G to generate the maximum combined power to accelerate the vehicle, so that the ESS discharges at a rate according to the PDS and delivers power to the M / G, which achieves the highest HEV performance by utilizing the combined positive torque output of both the ICE and the M / G.

[0007] In a further alternative arrangement, the controller is further configured to: in response to the PDS demand power being equal to RLP, command the ICE to generate maximum power, the maximum power being used in part to maintain the speed of the vehicle, and also drive the M / G to generate negative torque to recharge the ESS when the SoC is below the SoC limit. In another contemplated variation, the controller is further configured to respond to the PDS demand power being less than RLP and less than or equal to the maximum recharge rate of the ESS / battery. In this configuration, the controller: (a) commands the M / G to regeneratively decelerate the vehicle by generating negative torque and deliver power to the ESS / battery at the regenerative rate, and (b) commands the ICE to generate power to drive the M / G to generate additional negative torque, thereby delivering power to the ESS at an additional rate, such that the regenerative rate plus the additional rate equals the maximum ESS recharge rate.

[0008] In an alternative configuration to the foregoing arrangement, the vehicle includes at least one regenerative brake connected to the vehicle's powertrain, which may be a standalone component and / or connected to, part of, and / or integrated into the M / G. Here, the controller is further configured to respond to the PDS demand power being less than the RLP and less than or equal to the ESS maximum recharge rate. In this variation, the controller commands: (a) one or more of the M / G and the at least one regenerative brake to regeneratively decelerate the vehicle by generating negative torque, and power is transferred from the M / G and the at least one regenerative brake to the ESS at a regenerative rate, and (b) the ICE generates power to drive the M / G to generate additional negative torque, thereby transferring power to the ESS at an additional rate, such that the regenerative rate plus the additional rate equals the ESS maximum recharge rate.

[0009] In a further variation, the vehicle includes at least one of a regenerative brake and a friction brake connected to a powertrain of the vehicle. The controller in this variation is further configured to: in response to the PDS demand power being less than the RLP and greater than the maximum recharge rate of the ESS / battery, command: (a) one or more of the M / G and the at least one regenerative brake to regeneratively decelerate the vehicle by generating negative torque and delivering power to the ESS at a regenerative rate equal to the maximum recharge rate of the ESS, and (b) commanding the at least one friction brake to further decelerate the vehicle based on the PDS and the recharge rate.

[0010] According to the present invention, a vehicle is provided, comprising: a combustion engine (CE) connected to an electric machine (EM) and a battery having a state of charge (SoC) limit; and a controller, the controller being configured to: in response to a power demand (PD), command the CE to generate power exceeding a road load power (RLP) and the power demand, and when the SoC is below the SoC limit, command the CE to recharge the battery at a maximum charging rate limited by the battery.

[0011] According to one embodiment of the present invention, the controller is configured to: in response to the PD and RLP demand powers being less than the maximum CE power, command the CE to generate the maximum CE power to accelerate the vehicle and drive the EM to generate negative torque, thereby recharging the battery to the SoC limit at the maximum charging rate.

[0012] According to one embodiment of the present invention, the controller is configured to: in response to PD and RLP demand powers being greater than or equal to the maximum CE power, command CE and EM to generate maximum combined power to accelerate the vehicle, so that the battery discharges the EM at a rate according to PD, RLP and the maximum CE power.

[0013] According to one embodiment of the present invention, the controller is configured to: in response to the PD demand power being equal to the RLP, command the CE to generate maximum CE power to maintain the vehicle speed and drive the EM to generate negative torque, thereby recharging the battery to the SoC limit at the maximum charging rate.

[0014] According to one embodiment of the present invention, the controller is configured to: in response to the PD demand power being less than RLP and less than or equal to the maximum charging rate, command the EM to regeneratively decelerate the vehicle by generating negative torque and transfer power to at least one battery at a regenerative rate, command the CE to generate power to drive the EM to generate additional negative torque, thereby transferring power to the battery at an additional rate, and make the regenerative rate plus the additional rate equal to the maximum charging rate.

[0015] According to one embodiment of the present invention, the vehicle also includes at least one regenerative brake connected to the vehicle's powertrain, and the controller is configured to: in response to the PD demand power being less than RLP and less than or equal to the maximum charging rate, command the EM and one or more of the at least one regenerative brake to regeneratively decelerate the vehicle by generating negative torque and transfer power to the battery at a regenerative rate; command the CE to generate power to drive the EM to generate additional negative torque, thereby transferring power to the battery at an additional rate, and making the regenerative rate plus the additional rate equal to the maximum charging rate.

[0016] According to one embodiment of the present invention, the vehicle also includes at least one of a regenerative brake and a friction brake connected to the vehicle's powertrain, and the controller is configured to: in response to the PD demand power being less than RLP and greater than the maximum charging rate, command one or more of the EM and at least one regenerative brake to regeneratively decelerate the vehicle by generating negative torque and transfer power to the battery at a regenerative rate, the regenerative rate being equal to the maximum charging rate, and command at least one friction brake to further decelerate the vehicle based on the PD, RLP and the maximum charging rate.

[0017] The Summary of the Invention for embodiments and configurations of the HEV and described components and systems introduces a selection of exemplary embodiments, configurations and arrangements in a concise and less technical detail arrangement, and the exemplary embodiments, configurations and arrangements are further described in more detail in the following Detailed Description in conjunction with the accompanying drawings and the claims.

[0018] This Summary is not intended to identify key features or essential features of the claimed technology, nor is it intended to be used to help determine the scope of the claimed subject matter. The features, functions, capabilities, and advantages discussed herein may be implemented independently in various exemplary embodiments, or, as further described elsewhere herein, may be combined in other exemplary embodiments, and may also be understood by those skilled in the art and knowledgeable in the relevant art with reference to the following description and accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] A more complete understanding of the exemplary embodiments of the present disclosure may be obtained by considering the following drawings with reference to the detailed description and claims, wherein the same reference numerals indicate similar or identical elements throughout the drawings. The drawings and annotations thereon are provided to facilitate understanding of the present disclosure and are not intended to limit the breadth, scope, scale, or applicability of the present disclosure. The drawings are not necessarily drawn to scale.

[0020] Figure 1 is a diagram of a hybrid electric vehicle and its systems, components, sensors, actuators, and operating functions according to the present disclosure;

[0021] Figure 2 Shows Figure 1 The specific aspects of the present disclosure described in the description, and describes examples, components and method steps for describing other operating performances of the present disclosure;

[0022] Figure 3 , Figure 4 , Figure 5 and Figure 6 For illustrative purposes, Figure 1 and Figure 2 Other aspects of vehicle systems and methods;

[0023] Figure 7 and Figure 8 An exemplary schematic diagram of a vehicle operating in accordance with the systems and methods of the preceding figures is shown;

[0024] Fig. 9 and Fig.10 Additional examples of vehicles operating according to the systems and methods of the preceding figures are depicted. DETAILED DESCRIPTION

[0025] As required, specific embodiments of the present invention are disclosed herein; however, it should be understood that the disclosed embodiments are merely examples of the present invention, and the present invention may be implemented in various alternative forms. The drawings are not necessarily drawn to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, the specific structural and functional details disclosed herein should not be interpreted as limiting, but merely as a representative basis for teaching those skilled in the art to utilize the present invention in various forms.

[0026] As will be understood by those of ordinary skill in the art, the various features, components, and processes shown and described with reference to any of the figures may be combined with the features, components, and processes shown in one or more other figures to produce embodiments that should be apparent to those skilled in the art but may not be explicitly shown or described. The combinations of features shown are representative embodiments for typical applications. However, various combinations and variations of features consistent with the teachings of the present disclosure may be desired for specific applications or implementations and should be readily within the knowledge, skills, and capabilities of those working in the relevant technical field.

[0027] References include Figure 1 and Figure 2 The various drawings and illustrations (see in particular Figure 1), showing a schematic diagram of a hybrid electric vehicle (HEV) 100 and illustrating representative relationships between components of the HEV 100. The physical layout and orientation of the components in the vehicle 100 may vary. The vehicle 100 includes a powertrain 105 having a powertrain 110, the powertrain 110 including a combustion engine (CE), which may be an internal combustion engine (ICE) 115, and an electric machine (EM) and / or an electric motor / generator / starter (M / G) 120, each of which generates power and torque to generate traction and propel the vehicle 100. The terms "power" and "torque" are sometimes used interchangeably herein to describe examples of generating, controlling, and transferring energy between components of the HEV 100. Those knowledgeable in the relevant technical field should understand that such interchangeable usage should be understood in conjunction with the context, wherein torque and power should have their conventional meanings, and as used herein, torque may be stated in a context that includes or implies a time element, while power may be used in a context that includes or implies an instantaneous quantity without regard to the time element.

[0028] The engine 115 is a gasoline, diesel, biofuel, natural gas or alternative fuel powered engine or fuel cell that, in addition to producing output torque, produces other forms of electrical power, cooling power, heating power, vacuum power, pressure power and hydraulic power through the front end engine accessories and devices (FEAD) described elsewhere herein. The engine 115 is connected to the motor or M / G 120 through a disconnect clutch 125. When the disconnect clutch 125 is at least partially engaged, the engine 115 produces power for transmission to the M / G 120 and the associated engine output torque.

[0029] The M / G 120 may be any of a variety of types of electric machines, such as a permanent magnet synchronous motor, an electric generator, and an engine starter 120. For example, when the disconnect clutch 125 is at least partially engaged, power and torque may be transferred from the engine 115 to the M / G 120 to achieve negative torque operation as an electric generator and to other components of the vehicle 100. Similarly, in a vehicle that includes or does not include an independent engine starter 135, the M / G 120 may operate as a starter for the engine 115 when the disconnect clutch 125 is partially or fully engaged to transfer power and torque to the engine 115 via the disconnect clutch drive shaft 130 to start the engine 115.

[0030] In addition, in "hybrid electric mode" or "electric assist mode", the M / G or electric machine 120 can assist the engine 115 by delivering additional power and torque to rotate the drive shafts 130 and 140. In addition, the M / G 120 can be operated in a pure electric mode, in which the engine 115 is disconnected and turned off by the disconnect clutch 125, thereby enabling the M / G 120 to transmit positive or negative torque for forward or reverse propulsion to the M / G drive shaft 140, thereby enabling the HEV 100 to perform corresponding forward or reverse movement. When in generator mode, the M / G 120 can also be commanded to generate negative torque (not transmitted to the shaft 140 for propulsion) and thereby generate electricity for charging the battery and powering the vehicle electrical system, while the engine 115 is at idle, turned off and / or generating propulsion power for the vehicle 100.

[0031] Although the terms "positive" and "negative" and the phrases "positive torque" and "negative torque" are used in different situations herein, such symbolic conventions are intended to be interchangeable with other conventions and are introduced for the purpose of example and are not intended to be limiting. For example, although the phrase "negative torque" is used herein in conjunction with the EM, M / G 120 to describe an operating mode (wherein the EM, M / G 120 generates electricity) and also indicates reverse propulsion motion in the movement of the HEV 100, such usage is intended only to convey the purpose of example, explanation, and illustration and not for the purpose of limitation. In addition, although the terms "positive" and "negative" may be used in specific examples, the same examples and situations and other examples and situations may be described, included, and / or implicit content values ​​when these positive and negative torques and positive and negative powers are compared and given as relative and illustrative examples.

[0032] As described in more detail below, the M / G 120 is also capable of regenerative braking by converting rotational kinetic energy from the powertrain 105 and powertrain 110 and / or wheels 154 during deceleration into regenerated and recovered electrical energy for storage in an energy storage system (ESS), which may be one or more high voltage (HV) batteries 175, 180. Alternatively, the ESS 175 may be and may include other energy storage devices, including, for example, but not limited to, capacitors, mechanical flywheels, low voltage integrated starter generator systems, and other types of kinetic energy storage / recovery / transfer systems.

[0033] The disconnect clutch 125 can be disengaged to enable the engine 115 to be stopped or independently operated to drive engine accessories while the M / G 120 generates drive power and torque to propel the vehicle 100 via the M / G drive shaft 140, the torque converter drive shaft 145, and the transmission output drive shaft 150. In other arrangements, both the engine 115 and the M / G 120 can operate with the disconnect clutch 125 fully or partially engaged to jointly propel the vehicle 100 through the drive shafts 130, 140, 150, the differential 152, and the wheels 154.

[0034] The vehicle 100 and powertrain 105 may also include one or more friction brakes, regenerative brakes, and / or regenerative-friction combination brakes 190 connected to the wheels 154 and a brake system control module (BSCM) 195. Such regenerative braking from one or any of the wheels 154 may also be used by utilizing a selectable and / or controllable differential torque capacity. As described herein, use of the phrase "brake 190" or "regenerative-friction brake 190" is intended to contemplate, for example, one or more of such friction brakes, regenerative brakes, and / or regenerative-friction combination brakes 190 or combinations thereof. The brakes 190 and BSCM 195 are operable to mechanically and / or electrically decelerate the wheels 154 and enable regenerative braking that captures deceleration energy from the wheels 154 , and cooperate with the MCM / BCM 185 (and possibly other controllers), the M / G 120 , and other components to enable energy recovery from the ESS 175 and charging of the HV battery 175 , other batteries 180 , and other electrical and energy storage components of the ESS 175 .

[0035] For a powertrain 110 that includes multiple M / G 120 configurations that are connected inline or otherwise, the drive shaft 130 for the engine 115 and the M / G 120 may be a single continuous through shaft that is part of and integral with the M / G drive shaft 140 , or may be a separate, independent drive shaft 130 that may be configured to rotate independently of the M / G drive shaft 140 . Figure 1 The schematic diagram of also contemplates alternative configurations having more than one engine 115 and / or M / G 120 that may be offset relative to the drive shafts 130, 140, wherein one or more of the engine 115 and M / G 120 are disposed elsewhere in the powertrain 105 in a series and / or parallel manner (such as between or as part of a torque converter and transmission, axially offset from the drive shaft, and / or elsewhere within other devices). Other variations are also contemplated without departing from the scope of the present disclosure.

[0036] The powertrain 105 and the powertrain 110 also include a torque converter (TC) 155 that connects the engine 115 and the M / G 120 of the powertrain 110 to the transmission 160 and / or connects the engine 115 and the M / G 120 of the powertrain 110 to the transmission 160. The transmission 160 may be a multi-step step ratio and / or multi-step variable torque-multiplier-ratio automatic and / or manual transmission or gearbox 160 with multiple selectable gears. The TC 155 may also include a bypass clutch and a clutch lock 157 that may also operate as a launch clutch to enable further control and regulation of the power and torque transferred from the powertrain 110 to other components of the vehicle 100.

[0037] In other variations, a transmission oil pump 165 is included and connected to the M / G 120 to generate hydraulic oil pressure for any number of components when the engine 115 is disconnected and / or shut down, which may include, for example, a release or disconnect clutch 125, a torque converter 155, a bypass clutch 157, and the transmission 160. An electric auxiliary transmission oil pump 170 may also be included, used alone or in combination with other components, to supplement and / or generate hydraulic pressure when both the engine 115 and the M / G 120 are unpowered or otherwise unable to generate hydraulic pressure.

[0038] The powertrain 110 and / or drivetrain 105 also includes an ESS 175, which may further include one or more batteries 175, 180. One or more such batteries may be a high voltage (HV) DC battery 175 operating in the range of between about 48 volts and 600 volts (sometimes between about 140 volts and 300 volts, or greater or less), which is used to store and supply electrical energy to the M / G 120, store electrical energy during regenerative braking, and supply electrical energy to other vehicle components and accessories. The other battery may be a low voltage DC battery 180 operating in the range of between about 6 volts and 24 volts (or greater or less), which is used to store and supply electrical energy to the starter 135 to start the engine 115, and supply electrical energy to other vehicle components and accessories.

[0039] The ESS 175 (eg, batteries 175, 180) is connected to the engine 115, M / G 120, and vehicle 100 (eg, vehicle 100) through various mechanical and electrical interfaces and vehicle controllers (eg, as described elsewhere herein). Figure 1175 ). Components of the ESS 175 (such as the HV battery 175 ) are also connected to the M / G 120 through one or more of a motor control module (MCM), a battery control module (BCM), and / or power electronics 185 , which are configured to regulate power exchange between the ESS 175 (such as direct current (DC) power provided by the HV battery 175 to the M / G 120 ). The MCM / BCM / power electronics 185 are also configured to regulate, invert, and transform the DC battery power into three-phase alternating current (AC) power typically required to drive the motor or M / G 120 . The MCM / BCM / power electronics 185 are also configured to charge one or more batteries 175 , 180 using energy generated by the M / G 120 and / or front end accessory drive components, and to power other vehicle components as needed.

[0040] Continue to refer to Figure 1 , the vehicle 100 includes, in addition to the MCM / BCM / power electronics 185, one or more controllers and computing modules and systems that enable various vehicle functions. For example, the vehicle 100 may include a vehicle system controller (VSC) 200 and a vehicle computing system (VCS) and controller 205 that communicate with the MCM / BCM 185, other controllers and vehicle networks such as a controller area network (CAN) 210, and a larger vehicle control system and other vehicle networks including other microprocessor-based controllers described elsewhere herein. The CAN 210 may include a network controller in addition to communication links between controllers, sensors, actuators, and vehicle systems and components.

[0041] Although the MCM / BCM 185, BSCM 195, VSC 200, and VCS 205 are shown herein as discrete, individual controllers for purposes of illustration, the MCM / BCM 185, BSCM 195, VSC 200, and VCS 205 may control, be controlled by, transmit signals to and from, and exchange data with other controllers and other sensors, actuators, annunciators, and components as part of a larger vehicle and control system and internal and external networks. The functions and configurations described in conjunction with any particular microprocessor-based controller considered herein may also be implemented in one or more other controllers and distributed among more than one controller such that multiple controllers may individually, collaboratively, in combination, and cooperatively implement any such functions and configurations. Thus, recitations of "controller" or "the controllers" are intended to refer to such controllers in the singular as well as in the plural and individually, collectively, and in various suitable cooperative and distributed combinations.

[0042] In addition, communication through the network and CAN 210 is intended to include responding, sharing, sending and receiving commands, signals, data, control logic and information between the controller and sensors, actuators, controls, and vehicle systems and components. The controller communicates with one or more controller-based input / output (I / O) interfaces, which can be implemented as a single integrated interface for communication of raw data and signals, and / or signal conditioning, processing and / or conversion, short circuit protection, circuit isolation and similar functions. Alternatively, one or more dedicated hardware or firmware devices, controllers, and systems on a chip (SoCs) can be used to pre-condition and pre-process specific signals during communication and before and after communication.

[0043] In further illustration, the MCM / BCM 185, BSCM 195, VSC 200, VCS 205, CAN 210, and other controllers may include one or more microprocessors or central processing units (CPUs) in communication with various types of computer-readable storage devices or media. The computer-readable storage devices or media may include volatile and non-volatile memory in read-only memory (ROM), random access memory (RAM), and non-volatile or keep-alive memory (NVRAM or KAM). NVRAM or KAM is a persistent or non-volatile memory that may be used to store various commands, executable control logic and instructions, and code, data, constants, parameters, and variables required to operate the vehicle and systems when the vehicle and systems and the controllers and CPU are not powered on or powered off. The computer readable storage device or medium may be implemented using any of a variety of known storage devices such as PROM (Programmable Read Only Memory), EPROM (Electrically Programmable Read Only Memory), EEPROM (Electrically Erasable Programmable Read Only Memory), flash memory, or any other electrical, magnetic, optical, or combined storage device that can store and communicate data.

[0044] Refer again Figure 1, the vehicle 100 may also include a VCS 205 which is a SYNC vehicle computing system manufactured by Ford Motor Company (see, for example, U.S. Pat. No. 9,080,668). The vehicle 100 may also include a powertrain control unit / module (PCU / PCM) 215 connected to the VSC 200 or another controller, and connected to the CAN 210, the engine 115, the M / G 120, and the TC 155 to control each component of the powertrain. An engine control module (ECM) or an engine control unit (ECU) or an energy management system (EMS) 220 may also be included, which has its own integrated controller and communicates with the CAN 210, and is connected to the engine 115 and the VSC 200 that cooperates with the PCU 215 and other controllers. In this arrangement, the VSC 200 and the VCS 205 cooperatively manage and control vehicle components and other controllers, sensors, and actuators. For example, the controller may transmit control commands, logic, instructions and codes, data, information, and signals to and / or from the engine 115, the disconnect clutch 125, the M / G 120, the TC 155, the transmission 160, the ESS 175 and the batteries 175, 180, the MCM / BCM / power electronics 185, the friction and regenerative brakes 190, the BSCM 195, and other components and systems. Although the regenerative brake 190 is described as a separate component for purposes of illustration, the regenerative brake 190 may be replaced by, connected to, part of, and / or integrated with the M / G 120 or another component of the vehicle 100. Even though not shown in the drawings, the controller may control and communicate with other vehicle components known to those skilled in the art. Figure 1 The embodiment of the vehicle 100 in FIG. 1 also depicts exemplary sensors and actuators in communication with the vehicle network and the CAN 210 , which may send and receive signals to and from the VSC 200 , the VCS 205 , and other controllers.

[0045] As another example, various other vehicle functions, actuators, and components may be controlled by controllers within vehicle systems and components and may receive signals from other controllers, sensors, and actuators, which, for purposes of illustration and not limitation, may include front end accessory drive (FEAD) components (such as transmission oil pump 165, FEAD alternator or generator), M / G 120, ESS 175, high and low voltage batteries 175, 180, various sensors for battery charging or discharging, temperature, voltage, current, and battery cycling (where sensors for battery charging or discharging include sensors for determining maximum charge rate, recharge rate, and discharge rate, state of charge (SoC) limits, and other parameters of the ESS 175 or battery 175), and other components. As another example, sensors in communication with the controller and CAN 210 may establish or indicate engine speed or revolutions per minute, wheel speed, vehicle speed sensing, ignition switch position, operating mode settings and configurations, and others.

[0046] As shown in the various drawings (including Figure 1 and Figure 2 As depicted in the and other figures), such control logic, executable instructions and signals and data may also include vehicle performance mode signals (PM) 225, power demand and demand signals (PD, PDS) 230, other signals (OS) 235, and control or command signals (CS) 240 received from and sent to vehicle controllers, components and systems. Such signals and commands may come from any of the vehicle controllers, sensors, actuators, components and system annunciators. Any or all of these signals may be raw analog or digital signals, or pre-conditioned, pre-processed, combined and / or derived signals generated in response to other signals and embedded information therein.

[0047] The PM 225, PD / PDS 230, OS 235, and / or CS 240 may include various specific signals (including, for purposes of illustration and not limitation, current or instantaneous SoC, SoC limit, charge rate, recharge rate, discharge rate, transmission input speed, charge torque) and various limit signals as well as digital data and information embedded in such signals (which may include vehicle performance control / parameters (VPP) 245 described in more detail elsewhere herein). Such VPPs may include various vehicle performance parameters and settings that may control and optimize the fuel efficiency of the ICE 115, the charge and discharge efficiency of the EM and M / G 120, and other components and systems. Such a VPP 245 may also include one or more settings and parameters for establishing a road load power (RLP) 250 for the HEV 100, which may define various aspects of the performance of the HEV 100 at different speeds, settings, and configurations, such as, but not limited to, propulsion and parasitic power requirements and losses due to aerodynamic drag, rolling resistance, driveline losses, power transmission and conversion losses, and performance effects due to external ambient temperature, pressure, and humidity, among other parameters, etc. The PM 225 may also store, adjust, and / or transmit such a VPP 245.

[0048] The communication and operation of the described signals, control instructions and logic, data and information through various contemplated controllers, sensors, actuators and other vehicle components (including, for example, but not limited to, PM 225, PD / PDS 230, OS 235, CS 240 and / or VPP 245) may be as described. Figure 1 is schematically represented and can be seen by Figure 2 And the flowcharts or similar diagrams exemplified elsewhere in this article are represented. Such flowcharts and diagrams show exemplary commands, control processes, control logic and instructions and operating strategies, which can be implemented using one or more computing, communication and processing technologies (which may include real-time, event-driven, interrupt-driven, multi-tasking, multi-threading and combinations thereof). The steps and functions shown can be executed, communicated and implemented in the order depicted, in a parallel manner, in a repetitive manner, in a modified order, and can be combined with other processes and omitted in some cases. The commands, control logic and instructions can be executed in one or more of the described microprocessor-based controllers, and can be mainly implemented as hardware, software, virtualized hardware, firmware, virtualized firmware and combinations thereof.

[0049] Continue to refer to Figure 1 and Figure 2, the present disclosure contemplates that the HEV 100 includes an ICE 115 connected to an electric machine or M / G 120 and an ESS 175 (such as, HV battery 175) and various controllers. As described, the various controllers may include, for example, MCM / BCM / power electronics 185, BSCM 195, PCU / PCM 215, VSC 200 and VCS 205, among others. Such controllers are configured to detect predetermined operating modes of the HEV 100, which may be stored and received from the VPP 245 and may be communicated through the PM 225. Such predetermined operating modes or modes of operation may establish operating modes that conserve and optimize fuel and SoC, high performance modes that achieve maximum performance, and other operating modes, which may be predetermined, automatic and / or driver selectable and deselectable.

[0050] In addition, when the ESS 175 (such as the battery 175) is depleted and / or discharged below the SoC limit or maximum SoC capacity during such a high-performance operating mode, the high-performance mode may also enable an enhanced SoC recovery function configured for rapid and maximized power recovery of the ESS 175. During the high-performance operating mode, the CE or ICE 115 may be prevented from shutting down and may be continuously operated so that the ESS 175 is continuously recharged. In some configurations where the HEV 100 including the CE or ICE 115 has a gas turbine direct injection engine, the continuous operation of the CE / ICE 115 may also be configured to reduce the effects of turbo lag during peak performance power and torque demands.

[0051] For the expected high performance operation mode, now also specifically refer to Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 and Fig. 9 Here, Figure 1A CE or ICE 115, an EM or M / G 120, and an ESS / battery 175 are depicted as being connected to one or more of the described controllers (configured to detect the PD / PDS 230). In response, the controller is further configured to command the CE 115 to generate an engine power (EP) 255 that exceeds or exceeds the combination of the road load power (RLP) 250 and the PD 230. The CE 115 surplus power exceeding the RLP 250 and the PD 230 is used to drive the EM or M / G 120 to generate negative torque and charging power (CP) 260 to deliver electric power to recharge the ESS / battery 175 to the SoC limit at a charging rate up to the ESS / battery maximum charging rate 265 (see also Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6 ).

[0052] Figure 3 A fuel saving mode of operation is partially shown, which enables reduced EP 255 and CP 260, but does not enable rapid power recovery and recharging of the ESS / battery 175. In contrast, Figure 4 This reflects the expected high performance operating mode. For example, during operation when the PD / PDS 230 power demand for propulsion of the HEV 100 is less than the maximum power 270 of the CE 115 ( Figure 4 ), the controller is configured to respond and command the CE / ICE 115 to generate maximum ICE power 270 ( Figure 4 ), the maximum ICE power 270 is partially used to accelerate the HEV 100 and also drives the EM or M / G 120 to generate the maximum negative torque and CP 260 ( Figure 4 ). A maximum CP 260 is generated based on the maximum ICE power 270 and the PDS 230 to recharge the ESS / battery 175 when the SoC is below the limit. For example, the maximum CP 260 may be equal to the maximum EP 270 or EP 255 minus the PDS 230 and related power losses described elsewhere herein.

[0053] Continuing with reference to the various drawings, and now again specifically to Figure 2 During operation of the HEV 100, the controller described elsewhere herein may be implemented as the controller 300 and detects whether the PD 230 exceeds, is equal to, and / or is less than the RLP 250. The controller then adjusts the high performance configuration of the HEV 100 and its various components and systems. For example, if Figure 2At step 305, the controller detects that PD 230 is greater than RLP 250, and then determines at step 310 whether PD 230 is also greater than the maximum ICE power 270. In this example of steps 305 and 310, PD 230 in this exemplary case can be regarded as positive PD 230, which implies an acceleration requirement, but can also be regarded as a magnitude or another meaning under certain engineering specifications. RLP 250 can also be regarded as having a sign or magnitude consistent with the sign or magnitude specification of PD 230.

[0054] In either case, the PD 230 requires maximum performance and acceleration, and commands maximum ICE power 270 at step 315. If the PD 230 is greater than the maximum ICE power 270 available from the ICE, then at step 320 the controller commands the ESS / battery 175 to discharge the EM or M / G 120 (260) ( Figure 7 ) to produce maximum positive EM torque. The discharge (260) rate is determined by the PD 230 and the maximum ICE power 270, such that the discharge rate may be, for example, equal to the PD 230 minus the EP 255 and losses resulting from power conversion between the ESS 175 and the EM or M / G 120. At step 325, the maximum positive torque of the EM 120 is combined with the maximum ICE power 270 produced to configure the powertrain 105 to accelerate the HEV 100 (e.g., Figure 7 ), which reflects the combined power output of EM torque and maximum ICE power 270.

[0055] Alternatively, continue to refer to Figure 2 , and now also refer to Figure 8 If PD 230 is less than the available maximum ICE power 270, then at step 330, the maximum ICE power 270 generated in excess of RLP 250 and PD 230 is partially used to propel and accelerate the vehicle or HEV 100, and at step 335, the excess power is used to drive the EM or M / G 120 to generate negative torque and the maximum possible CP 260 according to the excess, excess power ( Figure 8 ) to enable maximized and rapid power recovery of the ESS / battery 175 at a rate up to the maximum charge rate 265 of the ESS / battery to continue recharging when the SoC is below the limit until the SoC limit or capacity of the ESS / battery 175 is reached. The maximum possible CP 260 is adjusted based on the surplus, excess power, which can be the EP 255 and / or the maximum ICE power 270 produced minus the RLP 250 and / or PD 230 used or consumed to propel the HEV 100.

[0056] Continue to refer to Figure 7 and Figure 8 As can be appreciated, the EP 255 drives the powertrain 105 to generate traction 275 via the wheels 154 to accelerate and / or propel the HEV 100. The maximum EP 270 also utilizes the surplus CE power beyond the RLP 250 and PD 230 to drive and enable the EM 120 to generate the CP 260 to recharge the ESS / battery 175. Back Figure 2 , Figure 4 and Figure 8 If the controller 300 detects at step 340 that the PD 230 is equal to the RLP 250, then step 315 is executed again to generate the maximum ICE power 270, and at step 345 a portion of the maximum EP 270 is used to drive the powertrain 105 to maintain the speed of the HEV 100. Although it is not explicitly stated in step 340 of this example whether the PD 230 is positive or negative, some engineering specifications may interpret or imply that the PD 230 is a positive and / or unsigned power demand or power demand magnitude. The RLP 250 may be similarly characterized to be consistent with the sign or magnitude of the PD 230. In addition, the generated maximum ICE power 270 is commanded at step 335 to drive the EM or M / G 120 and generate the maximum possible CP 260 to recharge the ESS / battery 175 at a rate up to the maximum charge rate 265 of the ESS / battery ( Figure 4 and Figure 8 ).

[0057] Figure 5 This reflects, in part, a fuel-saving operating mode that enables deceleration of the HEV 100 and that may also enable power recovery or regeneration during such deceleration and braking, but without simultaneously enabling maximum power recovery of the ESS / battery 175. In contrast, Figure 6 This reflects an intended high performance operating mode in which the CE or ICE 115 is used to maximize power recovery during regenerative deceleration and braking.

[0058] exist Figure 2, the controller 300 detects at step 350 whether the PD 230 is less than the RLP 250, and if so, tests at step 355 whether the PD 230 also exceeds the ESS / battery maximum recharge rate 265. Again, as with other examples herein, consistent engineering conventions are employed to describe signs and / or magnitudes to ensure that the comparison between the PD 230 and the maximum recharge rate 265 is technically correct and meaningful. In one example, the PD 230 may be characterized by any such convention as a negative value, which may be used to indicate that the HEV 100 needs to be decelerated. Similarly, the RLP 250 may be considered positive to imply the momentum and / or potential energy of the moving HEV 100, which will decelerate in response to the PD 230, and will enable regenerative braking and capture such potential energy for conversion and storage by the ESS 175. In addition, the ESS maximum recharge rate 265 may be considered a magnitude or as a negative value to indicate that recharging power is delivered to the ESS / battery 175 for storage.

[0059] If the PD 230 has not exceeded the maximum recharge rate 265, the controller 300 configures the powertrain 105 to enable regenerative braking ( Fig. 9 , arrow 255-B) to decelerate the HEV 100 and generate negative torque ( ) at a regenerative or “regen” rate using the EM or M / G 120 and / or regenerative brakes 190. Fig. 9 , arrow 255-B) and CP 260, thereby capturing power and recharging ESS / battery 175. At step 365, controller 300 also simultaneously commands CE / ICE 115 to generate power ( Fig. 9 , EP 255-E) to drive the EM or M / G 120 and generate additional negative torque at an "extra rate" for generating additional CP 260, such that the combined "regeneration" rate and the "extra" rate establish a combined or total CP 260 that is equal to a rate up to the ESS maximum recharge rate 265 ( Figure 6 ).

[0060] Continuing with reference to the aforementioned drawings, reference is now also made in particular to Figure 2 , Figure 6 and Fig.10, it will be appreciated by those skilled in the art that the controller 300 may detect at step 355 that the PD 230 exceeds the ESS / battery maximum charge rate 265, and that the friction brakes 190 may be required to decelerate the HEV 100 and dissipate energy that cannot be converted from negative torque to electrical energy in a regenerative form. In this case, at step 375, the controller 300 configures the powertrain 105 to stop using the CE / ICE 115. At step 380, the controller 300 enables regenerative braking ( Fig. 9 , arrow 255-B) to partially decelerate the HEV 100. At step 385, the controller 300 commands the EM or M / G 120 and / or the regenerative brake 190 to generate negative torque ( Fig. 9 , arrow 255-B) and CP 260 to recapture power and recharge ESS / battery 175 at a rate up to ESS / battery maximum recharge rate 265. At step 390, based on the amount by which PD 230 exceeds ESS / battery maximum charge rate 265, controller 300 commands friction brakes 190 to dissipate the remaining energy to meet the deceleration demand of PD 230.

[0061] Although exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the present invention. More specifically, the words used in the specification are descriptive, exemplary and illustrative rather than restrictive words, and it should be understood that various changes can be made without departing from the spirit and scope of the present invention. In addition, the features of the embodiments of each implementation can be combined to form further embodiments of the present invention.

Claims

1. A vehicle comprising: Combustion engines; a motor / generator connected to an energy storage system having a state of charge limitation; A controller is configured to, in response to a driver's power demand, regulate engine power to a combination that exceeds the driver's power demand and a road load power determined by a performance parameter of the vehicle such that when the state of charge is below the state of charge limit, the motor / generator delivers a maximum charging rate limited by the energy storage system.

2. The vehicle of claim 1, wherein: The controller is further configured to: in response to the driver's power demand and the road load power being less than the maximum combustion engine power, commanding the combustion engine to produce maximum combustion engine power to accelerate the vehicle, and Based on the maximum combustion engine power, road load power, and driver power demand, the motor / generator is commanded to produce maximum negative torque to recharge the energy storage system at a maximum charging rate when the state of charge is below the state of charge limit.

3. The vehicle of claim 1, wherein: The controller is further configured to: in response to the driver's power demand and the road load power being greater than or equal to the maximum combustion engine power, The combustion engine and motor / generator are commanded to produce maximum combined power to accelerate the vehicle, causing the energy storage system to discharge the motor / generator at a rate based on the driver's power demand, road load power, and maximum combustion engine power.

4. The vehicle of claim 1, wherein: The controller is further configured to: in response to the driver's power demand being equal to the road load power, The combustion engine is commanded to generate maximum combustion engine power to maintain the speed of the vehicle, and the motor / generator is driven to generate maximum negative torque based on the maximum combustion engine power, the road load power and the power demand of the driver to recharge the energy storage system at a maximum charging rate when the state of charge is below the state of charge limit.

5. The vehicle of claim 1, wherein: The controller is further configured to: in response to the driver's power demand being less than the road load power and less than or equal to the maximum charging rate, commanding the motor / generator to regeneratively decelerate the vehicle by producing negative torque and delivering power to the energy storage system at a regenerative rate, commanding the combustion engine to generate power to drive the motor / generator to generate additional negative torque, thereby delivering electricity to the energy storage system at an additional rate, Such that the regeneration rate plus the additional rate is substantially equal to the maximum charging rate.

6. The vehicle of claim 1, further comprising: at least one regenerative brake connected to the vehicle's powertrain, and The controller is further configured to: in response to the driver's power demand being less than the road load power and less than or equal to the maximum charging rate, commanding one or more of the motor / generator and the at least one regenerative brake to regeneratively decelerate the vehicle by generating negative torque and delivering power to the energy storage system at a regenerative rate, commanding the combustion engine to generate power to drive the motor / generator to generate additional negative torque, thereby delivering electric power to the energy storage system at an additional rate, and Such that the regeneration rate plus the additional rate is equal to the maximum recharge rate of the energy storage system.

7. The vehicle of claim 1, further comprising: at least one of a regenerative brake and a friction brake connected to a powertrain of the vehicle, and The controller is further configured to: in response to the driver's power demand being less than the road load power and greater than the maximum charging rate, commanding one or more of the motor / generator and the at least one regenerative brake to regeneratively decelerate the vehicle by generating negative torque and delivering power to the energy storage system at a regenerative rate equal to the maximum charge rate, and At least one friction brake is commanded to further decelerate the vehicle based on the driver's power demand, the road load power, and the maximum charging rate.

8. A method of controlling a vehicle, comprising: providing a controller, a combustion engine, and a motor / generator connected to an energy storage system having a state of charge limitation; as well as In response to a driver's power demand, the combustion engine is commanded to produce power in excess of a combination of the driver's power demand and a road load power determined by a performance parameter of the vehicle such that when the state of charge is below the state of charge limit, the motor / generator delivers a maximum charge rate limited by the energy storage system.

9. The method for controlling a vehicle according to claim 8, further comprising: In response to a driver power demand and a road load power both being less than the maximum combustion engine power, The combustion engine is commanded by a controller to produce maximum combustion engine power to accelerate the vehicle, and the motor / generator is driven to produce negative torque to recharge the energy storage system when the state of charge is below the state of charge limit.

10. The method for controlling a vehicle according to claim 8, further comprising: In response to the driver's power demand and the road load power being greater than or equal to the maximum combustion engine power, The vehicle is accelerated by the controller commanding the combustion engine and motor / generator to produce maximum combined power, causing the energy storage system to discharge the motor / generator at a rate based on the driver's power demand, road load power and maximum combustion engine power.

11. The method for controlling a vehicle according to claim 8, further comprising: In response to the driver's power demand being equal to the road load power, The controller commands the combustion engine to generate maximum combustion engine power to maintain the speed of the vehicle and drives the motor / generator to generate negative torque to recharge the energy storage system when the state of charge is below the state of charge limit.

12. The method for controlling a vehicle according to claim 8, further comprising: In response to the driver's power demand being less than the road load power and less than or equal to the maximum charging rate; commanding the motor / generator, via the controller, to regeneratively decelerate the vehicle by generating negative torque and delivering power to the energy storage system at a regenerative rate, and The combustion engine is commanded by the controller to generate power to drive the motor / generator to generate additional negative torque, thereby delivering electricity to the energy storage system at an additional rate, so that the regeneration rate plus the additional rate equals the maximum charging rate.

13. The method for controlling a vehicle according to claim 8, further comprising: providing at least one regenerative brake connected to a powertrain of the vehicle; as well as In response to the driver's power demand being less than the road load power and less than or equal to the maximum charging rate, commanding, by a controller, one or more of the motor / generator and the at least one regenerative brake to regeneratively decelerate the vehicle by generating negative torque and delivering power to an energy storage system at a regenerative rate, commanding the combustion engine to generate power to drive the motor / generator to generate additional negative torque through the controller, thereby delivering electric power to the energy storage system at an additional rate, and Such that the regeneration rate plus the additional rate is equal to the maximum charging rate.

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