WO2013168183A1

WO2013168183A1 - Integrated unit for motor integrated hybrid transmission control and engine control

Info

Publication number: WO2013168183A1
Application number: PCT/IN2013/000307
Authority: WO
Inventors: Samraj JABEZ DHINAGAR; Himadri BHUSHAN DAS
Original assignee: Tvs Motor Company Limited
Priority date: 2012-05-10
Filing date: 2013-05-10
Publication date: 2013-11-14
Also published as: PH12014502402A1

Abstract

The present invention proposes a system of electrically controlled integrated unit consisting of a single gear reduction system 21 with an electric rotating machine with double rotor configuration 22 instead of the multiple gear system 14 of the existing system. This control system includes an IC engine 11 control, clutch system 13 control and electric rotating machine with double rotor configuration 22 control systems. The electric rotating machine with double rotor configuration 22 works in all four quadrant modes not limiting the functionality of the proposed system. Therefore, the effect of the absence of the multiple gear system 14 is compensated by the power output of the electric motor and the drivability of the proposed system becomes equivalent to that of a geared vehicle.

Description

INTEGRATED UNIT FOR MOTOR INTEGRATED HYBRID

TRANSMISSION CONTROL AND ENGINE CONTROL

BACKGROUND

FIELD OF THE INVENTION

An integrated unit for motor integrated hybrid transmission control and engine control. DISCUSSION OF PRIOR ART

US6837816 titled "Motor integrated parallel hybrid transmission" describes a motor integrated transmission mechanism for use in parallel hybrid electric vehicles. This transmission provides five modes of operation further classified into sixteen sub types of the operation .i.e. one electric motor mode, four engine modes, four engine/charge modes, three power modes and four regenerative braking modes. The combination of torque transfer devices and compound planetary gear train of the invention provides the improved hybrid vehicle transmission while maintaining a simple, reliable transmission construction operable through engine only, motor only and combined engine and motor torque transmission to the transmission output shaft. This hybrid transmission can be used in front-wheel drive and rear-wheel drive vehicles.

US6890283 titled "Control apparatus for controlling transmission of hybrid vehicle" describes a control apparatus for controlling the transmission of a hybrid vehicle which includes an engine, a motor for transmitting power to the wheels independently of the engine and a transmission arranged between the engine and the wheels. This has minimum of one power connection disconnection means arranged in accordance with the driving conditions.

US7931555 titled "Hybrid drive device" describes an hybrid drive apparatus, which includes an engine, an input shaft that is connected to engine and an output shaft that is connected the wheels, rotary electric machine, first planetary gear apparatus, second planetary gear apparatus. The first planetary gear apparatus reduces the value of rotational speed of rotary electric machine and transfers a first resulting rotational speed to the second planetary gear apparatus, which combines the first resulting rotational speed and the rotation of the input shaft and reduces value of rotational speed of input shaft and finally transfers the second resulting rotational speed to the output shaft.

US7493980 titled "Mode transition control system for hybrid vehicle" describes a mode transition control apparatus which includes a hybrid drive system having a first clutch placed between engine and a motor generator, and a second clutch placed between the motor generator and wheel, an engine breaking request judging section to judge whether a request of an engine braking is present during a motor regenerative braking performed by the motor generator, and a mode transition control section to perform a mode transition control of the hybrid drive system in accordance with a transition request. The mode transition control apparatus is configured to decrease a torque capacity of the second clutch, which is involved in response to the judgment that the request of the engine braking is present, and to bring the first clutch from a disengaged state to the engaged state to shift to the engine braking.

In normal driving mode, power flows from IC engine to wheel through the path mentioned in Figure 1. In case of vehicle braking or deceleration condition, the power flows in the reverse path. The engine can be operated at a desired region by selecting a suitable gear ratio of multiple gear system. The desired region may be decided by a human driver for a manual transmission depending on drivability and fuel efficiency. In case for a CVT /automated transmission, the desired gear ratio is selected automatically on certain vehicle parameters and driver selectable modes.

There are certain disadvantages of the system · System efficiency may be very less for certain operating region • There may be torque dead zone during transition of gear ratio for a non CVT configuration

• The transient response may be slow for certain operating region

• There is no energy recovery system SUMMARY OF THE INVENTION

The present invention relates to an electronic controller to control the full system, which includes IC engine control, clutch system control and electric rotating machine with double rotor configuration control. This electronic control system contains set of sensors and calculates the control parameters like engine control parameters, ignition timing, dwell timing, fuel injection time, fuel pump duty cycle, idle speed actuator, throttle opening, clutch engagement/disengagement percentage, motor/generator power requirement and power dumping requirement to the energy storage device. The proposed system consists of a single gear reduction system with an electric rotating machine instead of the multiple gear system. The uniqueness of the proposed system is that the drivability is equivalent to a geared vehicle. The effect of absence of multiple gear system is compensated by the power output of the electric motor. The single reduction gear system reduces the engine speed to operating region of electric rotating machine with double rotor configuration speed. The electric rotating machine with double rotor configuration works in four quadrant modes. The functionality of the proposed system is not limited by the type of the rotating machine integrated in the system. The energy storage device supplies and recovers energy from the electric rotating machine with double rotor configuration depending on the vehicle operating region. Part of engine braking is realized by operating the electric rotating machine in 4^th /3^rd quadrant mode during vehicle deceleration for forward/reverse operation respectively. The advantages of the system are: • Total system efficiency can be improved by operating both engine and motor and best possible operating region

• Transient response is better as there is no torque interruption

• Energy can be recovered during certain operating region

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 illustrates the drive power flow in a conventional vehicle.

Figure 2 illustrates the proposed system according to the invention.

Figure 3 illustrates the input and output diagram of the proposed integrated unit. Figure 4 illustrates the top level system diagram for the full system.

DETAILED DESCRIPTION OF THE DRAWINGS

Figure 1 illustrates the drive power flow in a conventional vehicle. The power flow may be bidirectional in certain driving conditions. The block 11 represents the power source for most of operating condition of the vehicle. The 2^nd block is the primary reduction gear 12 to reduce angular speed. The 3^ld block is the clutch system 13, which may be any of the following types

Dry clutch system

Wet clutch system

Centrifugal clutch system

• Electromagnetic clutch system

• Torque converter

The 4^th block represents the multiple gear system 14. This system may be any of the following types

• Multiple gear system with respective fixed ratio

• Continuous variable transmission (CVT) The 5 block is a final drive system 15, which may be of following types

• Chain drive system

• Propeller shaft system

The last block is a wheel 16, which interacts with the road.

The gear and clutch actuation can be realized manually or automatically depending on the transmission system configuration.

In normal driving mode, power flows from IC engine 11 to wheel 16 through the path as mentioned in Figure 1. In case of vehicle braking or deceleration condition, the power flows in the reverse path. The engine can be operated at a desired region by selecting a suitable gear ratio of multiple gear system 14. The desired region may be decided by a human driver for a manual transmission depending on drivability and fuel efficiency. In case for a CVT /automated transmission, the desired gear ratio is selected automatically on certain vehicle parameters and driver selectable modes.

Figure 2 illustrates the proposed system. The proposed system consists of a single gear reduction system 21 with an electric rotating machine with double rotor configuration 22 instead of a multiple gear system 14 of the existing system. The single reduction gear system 21 reduces the engine speed to operating region of the electric rotating machine with double rotor configuration 22 speeds. The electric rotating machine with double rotor configuration 22 works in four quadrant modes. The functionality of the proposed system is not limited by the type of the rotating machine integrated in the system. An energy storage device 23 supplies and recovers energy from the electric rotating machine with double rotor configuration 22 depending on the vehicle operating region. The system has the following advantages • Total system efficiency can be improved by operating both engine and motor and best possible operating region

• Transient response is better as there is no torque interruption

• Energy can be recovered during certain operating region

Figure 3 illustrates the input and output diagram of the proposed integrated unit.

The following inputs are used for engine control function. Depending on the engine configuration, combinations of the certain inputs are used.

Engine speed and position sensor signal 31

Intake air temperature sensor signal 34

Engine cylinder head temperature sensor signal 32

Transmission oil temperature sensor signal 33

Throttle position sensor signal 36

Intake air flow sensor signal 35

Manifold air pressure sensor signal 39

Knock sensor signal 43

Lambda sensor signal 42

Fuel selection signal 54

Vehicle speed sensor signal 40

Automatic economy drive mode select signal 56

Automatic sporty drive mode select signal 56

Manual drive mode select signal 57

CAM shaft signal 45 The following inputs are used for transmission drive motor control function. Depending on the refinement of control software requirement, combinations of the certain inputs are used

• Engine speed sensor signal 31

· Vehicle speed sensor signal 40

• Transmission output shaft speed sensor signal 44

• Clutch position sensor signal 38

• Gear down select switch signal 53

• Gear up select switch signal 52

· Brake position signal 47

• Automatic economy drive mode select signal 56

• Automatic sporty drive mode select signal 56

• Manual drive mode select signal 57

• Battery/Ultra capacitor voltage sensor signal 50

· Battery/Ultra capacitor current sensor signal 51

• Transmission drive motor current sensor signal 48

The following inputs are used for safety critical functions for the integrated controller

• Seat occupancy sensor signal 46

· Vehicle tilt sensor signal 41

• Side stand switch signal 55

The following inputs are used for start stop functionality of the integrated controller

• Throttle position sensor signal 3

· Brake position sensor signal 47 • Seat occupancy sensor signal 46

• Vehicle speed sensor signal 40

The left hand side of Figure 3 represents the input signals for the control system including:

• Clutch actuator current sensor 49: It senses the clutch actuator current for load control on clutch.

• Gear position sensor 37: This sensor gives information on whether the system is on geared condition or neutral condition for controlling clutch drag.

• Engine start-stop signal 58: This is a driver command interface for selecting start or stop of the vehicle

• Fuel selection mode 55: This information will ensure engine control option for alternate fueled vehicle

The following outputs are used for engine control functionality depending upon engine configuration

• Fuel injector output 68

• Spark timing output 67

• Fuel pump output 66

• Engine cooling fan output 63

• Canister purge valve output 64

• Idle speed control valve output 62

• Secondary air input control valve 70

• Automatic chock control valve 69 The following outputs are used for drive motor control functionality

• Drive motor output 59

• Clutch shift actuator output 60

• Electronic throttle control actuator output 61

· Secondary air path control actuator output 71

• Energy flow control for the alternate power source 85

The following output is used for start stop functionality

• Starter relay coil output 65

Figure 4 illustrates the top level system diagram for the full system, which includes the following subsystems:

• Control system 81: The control system 81 works as a supervisory method to control all the subsystems. It takes the feedback signals from all the sensors to read the system parameters. The system parameters are read from the plant 86.

The subsystem controls are not mutually exclusive. So, the overall supervisory control needs to consider the coupling before triggering the subsystem control. The subsystems 82, 83, 84 and 85 works as a multivariable input output system.

· Internal combustion engine control 82: The subsystems for control are functionally divided as shown in Figure 4. The top most diagram shows the control block for IC engine 11 control. It controls the IC engine torque output and emission output as instructed by 81.

• Control of electric machine coupled to transmission 83: This subsystem controls the power output of the electric machine depending on the vehicle operating condition • Clutch system activation control 84: This subsystem controls clutch system operation during all the vehicle operating modes

• Energy transfer control 85: As the proposed system comprised of an auxiliary power source, the energy transfer control becomes very crucial, which should not affect the drivability of the vehicle.

• Plant parameters 86: Plant is the engine with full transmission system. The parameters of the system are very important for taking the control decision. The plant parameters can be read by the control system through a suitable interface as shown in the left hand side of Figure 3.

The engine control functionality performs the following functions with the integrated control unit

1. Static and dynamic engine torque output according to the driver command

2. Change of engine transient response according to manual driver mode selection

3. Automatic change of engine transient response with the driver usage style when automatic mode is selected

4. Idle speed control for various engine load condition .

5. Engine torque damping for certain sharp transient operating condition

6. Knock control

7. Closed loop emission control

8. Engine start/stop functionality.

The transmission drive motor control functionality performs the following functions with the integrated control unit

1. Clutch launch control

2. Transmission motor drive power output control 83 according to the gear Up/Down command 52, 53 in manual mode drive 3. Transmission motor drive power output control 83 in either economy mode/sporty mode according to the driver mode selection

4. Safety interlock function for unsafe transmission motor drive power output control 83 during vehicle turning

5. Safety interlock function for unsafe transmission motor drive power output control 83 when driver is not occupied the seat.

6. Safety interlock function for unsafe transmission motor drive power output control 83 when driver is not removed the side stand of the vehicle.

There are several overlaps between the above mentioned functionality of engine control and AMT control. The overlaps are mentioned as below

• 1^st function of transmission motor drive power output control overlaps with l^st,2^nd ,3^rd ,4^th ,6^th and 7^th function of_vengine control

· 2^nd function of transmission motor drive power output control overlaps with l^st,2^nd ,4^th ,5^th ,6^th and 7^th function of engine control

• 3^rd function of transmission motor drive power output control overlaps with l^st,3^rd ,4* ,5^th ,6^th and 7^th function of engine control

In this integrated unit, overlap of the functionalities is realized using less system resources then the configuration having two independent ECUs.

Claims

1. An electrically controlled system, integrated into the vehicle comprising of: an IC engine 11;

a primary reduction gear 12;

a clutch system 13;

a single gear reduction system 21; .

an electric rotating machine with double rotor configuration 22; an energy storage device 23;

a final drive system 15;

a wheel 16; and

a control system 81 for accepting input from a plurality of sensors, comparing the sensed value with a predetermined decision matrix stored in the memory of the control system 8 land generate out signals thereby determining the drivability, fuel consumption and emission of the vehicle.

2. The electrically controlled system, integrated into the vehicle as claimed in claim 1, wherein the control system 81 takes an engine parameters, an electrical machine parameters, a clutch parameters and a vehicle parameters as input.

3. The electrically controlled system, integrated into the vehicle as claimed in claim 1, wherein the said control system 81 controls the IC engine 11, an electric machine coupled to the transmission, a clutch activation system and an energy transfer as output.

4. The electrically controlled system, integrated into the vehicle as claimed in claim 1 , wherein the electric rotating machine with double rotor configuration 22 works in four quadrant modes and the part of engine braking is realized by operating the electric rotating machine with double rotor configuration 22 in 4^th /3^rd quadrant mode during vehicle deceleration for forward/reverse operation respectively.

The electrically controlled system, integrated into the vehicle as claimed in claim 1, wherein the said electrically controlled system consists of single gear reduction system.

The electrically controlled unit integrated into the vehicle as claimed in claim 1, wherein an engine function control has

a. One or more. inputs including:

i. A engine speed and position sensor signal 31;

ii. A intake air temperature sensor signal 34;

iii. A engine cylinder head temperature sensor signal 32; iv. A transmission oil temperature sensor signal 33;

v. A throttle position sensor signal 36;

vi. A intake air flow sensor signal 35;

vii. A manifold air pressure sensor signal 39;

viii. A knock sensor signal 43;

ix. A lambda sensor signal 42;

x. A fuel selection signal 54;

xi. A vehicle speed sensor signal 40;

xii. An automatic economy drive mode select signal 56;

xiii. An automatic sporty drive mode select signal 56;

xiv. A manual drive mode select signal 57; and

xv. A CAM shaft signal 45. b. One or more outputs including:

i. A fuel injector output 68; ii. A spark timing output 67;

iii. A fuel pump output 66;

iv. A engine cooling fan output 63;

v. A canister purge valve output 64;

vi. A idle speed control valve output 62;

vii. A secondary air input control valve 70; and

viii. An automatic chock control valve 69.

The electrically controlled unit integrated into the vehicle as claimed in claim 1 wherein an engine function control with an integrated controller has one or more functions including:

a. Static and dynamic engine torque output according to a driver command;

b. Change of engine transient response according to manual driver mode ί

selection;

c. Automatic change of engine transient response with the driver usage style when automatic mode is selected;

d. Idle speed control for one or more engine load condition;

e. Engine torque damping for sharp transient operating condition;

f. Knock control;

g. Closed loop emission control;

h. Engine start and stop functionality.

The electrically controlled unit integrated into the vehicle as claimed in claim lwherein the said control system 81 is provided with

a. Inputs for one or more safety critical functions including: i. A seat occupancy sensor signal 46;

ii. A vehicle tilt sensor signal 41; and iii. A side stand switch signal 55.

b. Inputs for one or more start stop functionality including:

i. The throttle position sensor signal 36;

ii. The brake position sensor signal 47;

iii. The seat occupancy sensor signal 46; and iv. The vehicle speed sensor signal 40.

The electrically controlled unit integrated into the vehicle as claimed in claim 1, wherein a transmission drive motor control function has

(a) one or more inputs including:

i. The engine speed sensor signal 31;

ii. The vehicle speed sensor signal 40;

iii. An transmission output shaft speed sensor signal 44; iv. A clutch position sensor signal 38;

v. A gear down select switch signal 53;

vi. A gear up select switch signal 52;

vii. The brake position signal 47;

viii. An automatic economy drive mode select signal 56; ix. An automatic sporty drive mode select signal 56; x. The manual drive mode select signal 57;

xi. An ultra capacitor voltage sensor signal 50;

xii. An ultra capacitor current sensor signal 51; and xiii. A transmission drive motor current sensor signal 48;

(b) one or more outputs including: i. An drive motor output 59;

ii. An clutch shift actuator output 60;

iii. An electronic throttle control actuator output 61; A secondary air path control actuator output 71; and An energy flow control for an alternate power source 85.

10. The electrically controlled unit integrated into the vehicle as claimed in claim 1 wherein transmission drive motor control function with the integrated control unit has one or more functions including:

a. Clutch launch control;

b. Transmission motor drive power output control 83 according to the gear-Up-Down command 52, 53 in manual mode drive; c. Transmission motor drive power output control 83 in economy mode/sporty mode according to the driver mode selection; d. Transmission motor drive power output control 83 in sporty mode according to the driver mode selection; e. Safety interlock function for unsafe transmission motor drive power output control 83 during vehicle turning; f. Safety interlock function for unsafe transmission motor drive power output control 83 when driver is not occupied the seat; and

g. Safety interlock function for unsafe transmission motor drive power output control 83 when driver is not removed the side stand of the vehicle.