CA2591879C - Complementary regenerative torque system and method of controlling same - Google Patents
Complementary regenerative torque system and method of controlling same Download PDFInfo
- Publication number
- CA2591879C CA2591879C CA2591879A CA2591879A CA2591879C CA 2591879 C CA2591879 C CA 2591879C CA 2591879 A CA2591879 A CA 2591879A CA 2591879 A CA2591879 A CA 2591879A CA 2591879 C CA2591879 C CA 2591879C
- Authority
- CA
- Canada
- Prior art keywords
- regenerative
- torque
- vehicle
- engine
- control module
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
- B60K6/12—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable fluidic accumulator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18127—Regenerative braking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/44—Drive Train control parameters related to combustion engines
- B60L2240/441—Speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/44—Drive Train control parameters related to combustion engines
- B60L2240/443—Torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/44—Drive Train control parameters related to combustion engines
- B60L2240/445—Temperature
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/20—Drive modes; Transition between modes
- B60L2260/28—Four wheel or all wheel drive
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2270/00—Problem solutions or means not otherwise provided for
- B60L2270/10—Emission reduction
- B60L2270/12—Emission reduction of exhaust
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The present invention is directed to a complementary regenerative torque system for a vehicle including an engine with an accelerator pedal position sensor.
The regenerative torque system selectively stores and supplies energy to the drive train of the vehicle to provide on demand complementary torque. The regenerative torque system may be hydraulic or electric in nature and may be disposed upstream or downstream of the transmission relative to the engine. A
regenerative torque control module is disposed between the accelerator pedal position sensor and the engine control module and intercepts the accelerator pedal position signal and modifies it in response to the mode of operation of the regenerative torque system and forwards the modified throttle signal to the engine control module. Likewise, the regenerative torque control module intercepts and modifies signals from the engine control module prior to broadcasting them to the rest of the vehicle's control modules.
The regenerative torque system selectively stores and supplies energy to the drive train of the vehicle to provide on demand complementary torque. The regenerative torque system may be hydraulic or electric in nature and may be disposed upstream or downstream of the transmission relative to the engine. A
regenerative torque control module is disposed between the accelerator pedal position sensor and the engine control module and intercepts the accelerator pedal position signal and modifies it in response to the mode of operation of the regenerative torque system and forwards the modified throttle signal to the engine control module. Likewise, the regenerative torque control module intercepts and modifies signals from the engine control module prior to broadcasting them to the rest of the vehicle's control modules.
Description
COMPLEMENTARY REGENERATIVE TORQUE SYSTEM AND
METHOD OF CONTROLLING SAME
BACKGROUND OF THE INVENTION
Field of the Invention The present invention is directed to a controller for a complementary Regenerative Torque System (RTS) for a vehicle, the interface to the existing vehicle components, and the associated control thereof.
Description of the Related Art Conventional vehicles have an internal combustion engine as a single source of torque. Fig. 1 depicts a schematic flow chart of the signal and torque flow and associated control of a conventional four wheel drive vehicle. An Accelerator Pedal Position (APP) sensor is often employed to indicate desired engine torque while an Engine Control Module (ECM) controls the engine in response to the APP and other sensed conditions. The ECM communicates with a Transmission Control Module (TCM) which controls the transmission in accordance with APP, engine output torque, engine speed and vehicle speed, amongst other conditions.
Such assemblies are well known in the art. These prior art systems do not have the ability to provide complementary or supplemental torque, or the ability to store or otherwise use the tremendous amount of energy wasted during vehicle deceleration.
The prior art has presented a wide variety of vehicular systems designed to capture and store a portion of the kinetic energy lost to brake heating in a decelerating vehicle, and to use the stored energy to re-accelerate the vehicle. Such systems often convert the torque of a drive shaft somewhere between the transmission and the axle of the vehicle drive wheels.
Some systems employ electric hybrid components consisting of electric motor generators, batteries, and capacitors to convert kinetic energy while braking to electrical potential energy for driving the motor when torque is needed. Other systems employ hydraulic hybrid components consisting of pumps, motors and accumulators to convert kinetic energy while braking to hydraulic potential energy for driving the motor when torque is needed.
An example of a hydraulic RTS employs an integrated Pump Motor (P/M) which is driven by the drive train of the vehicle. The P/M shifts between a generative pump mode to charge a hydraulic accumulator and a motor mode which supplies torque to the drive train. Such pump motors are well known to those of ordinary skill on the art. Many such designs include a variable displacement P/M with a swash plate. When the swash plate is at zero angle, the pistons of the P/N are not reciprocating with respect to the cylinder block and the P/M is neither pumping nor motoring. The position of the swash plate is controlled in response to the mode of operation of the RTS. When braking, the P/N becomes a pump which charges a pressure accumulator. When accelerating, the pressure accumulator powers the P/N which then acts as a motor supplying torque the drive train.
All such prior devices and systems are costly and difficult to be installed with control systems of existing vehicles and are not especially adapted for simple integration with an existing control system and fail to provide the benefits associated with the assembly according to the present invention.
SUMMARY OF THE INVENTION
The present invention is directed to a controller for a complementary RTS for a vehicle including an engine with associated controller; an APP sensor; a transmission unit with associated controller; a drive shaft for driving a pair of wheels for propelling the vehicle; and a regenerative torque unit. The regenerative torque unit selectively stores and supplies energy to the drive train to provide on-demand complementary torque thereto. The regenerative torque unit may be disposed upstream or downstream of the transmission relative to the engine. The Regenerative Torque Control Module (RTCM) is disposed between the existing vehicle wiring harness and the ECM, or other control modules as required, and intercepts pertinent signals entering and leaving the control modules and modifies the same signals in response to the mode of operation of the RTS. The invention allows the addition of a RTS to a vehicle without modification to the existing engine controller, transmission controller, or other system controllers. The invention also provides fail safe modes of operation in which the control signals revert to their original values in the event of a RTS failure.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 is a schematic flow chart of the signal and torque flow and associated control thereof in a conventional four wheel drive vehicle.
Fig. 2 is a flow chart depicting the signal and torque flow and associated control thereof in a four wheel drive vehicle according to the present invention.
Fig. 3a is a schematic depiction of the RTS according to the present invention in a two-wheel drive vehicle, with the RTS between the engine and the transmission.
METHOD OF CONTROLLING SAME
BACKGROUND OF THE INVENTION
Field of the Invention The present invention is directed to a controller for a complementary Regenerative Torque System (RTS) for a vehicle, the interface to the existing vehicle components, and the associated control thereof.
Description of the Related Art Conventional vehicles have an internal combustion engine as a single source of torque. Fig. 1 depicts a schematic flow chart of the signal and torque flow and associated control of a conventional four wheel drive vehicle. An Accelerator Pedal Position (APP) sensor is often employed to indicate desired engine torque while an Engine Control Module (ECM) controls the engine in response to the APP and other sensed conditions. The ECM communicates with a Transmission Control Module (TCM) which controls the transmission in accordance with APP, engine output torque, engine speed and vehicle speed, amongst other conditions.
Such assemblies are well known in the art. These prior art systems do not have the ability to provide complementary or supplemental torque, or the ability to store or otherwise use the tremendous amount of energy wasted during vehicle deceleration.
The prior art has presented a wide variety of vehicular systems designed to capture and store a portion of the kinetic energy lost to brake heating in a decelerating vehicle, and to use the stored energy to re-accelerate the vehicle. Such systems often convert the torque of a drive shaft somewhere between the transmission and the axle of the vehicle drive wheels.
Some systems employ electric hybrid components consisting of electric motor generators, batteries, and capacitors to convert kinetic energy while braking to electrical potential energy for driving the motor when torque is needed. Other systems employ hydraulic hybrid components consisting of pumps, motors and accumulators to convert kinetic energy while braking to hydraulic potential energy for driving the motor when torque is needed.
An example of a hydraulic RTS employs an integrated Pump Motor (P/M) which is driven by the drive train of the vehicle. The P/M shifts between a generative pump mode to charge a hydraulic accumulator and a motor mode which supplies torque to the drive train. Such pump motors are well known to those of ordinary skill on the art. Many such designs include a variable displacement P/M with a swash plate. When the swash plate is at zero angle, the pistons of the P/N are not reciprocating with respect to the cylinder block and the P/M is neither pumping nor motoring. The position of the swash plate is controlled in response to the mode of operation of the RTS. When braking, the P/N becomes a pump which charges a pressure accumulator. When accelerating, the pressure accumulator powers the P/N which then acts as a motor supplying torque the drive train.
All such prior devices and systems are costly and difficult to be installed with control systems of existing vehicles and are not especially adapted for simple integration with an existing control system and fail to provide the benefits associated with the assembly according to the present invention.
SUMMARY OF THE INVENTION
The present invention is directed to a controller for a complementary RTS for a vehicle including an engine with associated controller; an APP sensor; a transmission unit with associated controller; a drive shaft for driving a pair of wheels for propelling the vehicle; and a regenerative torque unit. The regenerative torque unit selectively stores and supplies energy to the drive train to provide on-demand complementary torque thereto. The regenerative torque unit may be disposed upstream or downstream of the transmission relative to the engine. The Regenerative Torque Control Module (RTCM) is disposed between the existing vehicle wiring harness and the ECM, or other control modules as required, and intercepts pertinent signals entering and leaving the control modules and modifies the same signals in response to the mode of operation of the RTS. The invention allows the addition of a RTS to a vehicle without modification to the existing engine controller, transmission controller, or other system controllers. The invention also provides fail safe modes of operation in which the control signals revert to their original values in the event of a RTS failure.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 is a schematic flow chart of the signal and torque flow and associated control thereof in a conventional four wheel drive vehicle.
Fig. 2 is a flow chart depicting the signal and torque flow and associated control thereof in a four wheel drive vehicle according to the present invention.
Fig. 3a is a schematic depiction of the RTS according to the present invention in a two-wheel drive vehicle, with the RTS between the engine and the transmission.
Fig. 3b is a schematic depiction of the RTS according to the present invention in a two-wheel drive vehicle, with the RTS between the transmission and the driveshaft.
Fig. 4 is a conventional internal combustion engine with a wire harness bundle connected to an engine's ECM.
Fig. 5 is a wire harness schematic of the internal combustion engine of Fig. 4.
Fig. 6 is a wire harness schematic according to the present invention implemented with a single module interface.
Fig. 7 is a wire harness schematic according to the present invention implemented with a multiple module interface.
Fig. 8 is a schematic showing the typical pass-through failsafe wiring arrangement according to the present invention.
DESCRIPTION OF THE PREFERRED EMBODIMENT
Figures 2-3 depict an assembly according to preferred embodiments of the invention. An internal combustion engine 1 serves as a primary source of torque for driving a drive train which includes a transmission 3, associated drive shafts, differentials between driven wheels, and in the case of four wheel drive vehicles, a transfer case 5 to provide torque split between front and rear axles. A regenerative torque source (12) is employed for supplying auxiliary torque on demand to the drive train and for storing energy during deceleration/vehicle braking. A torque summation device (Such as integrated pump/motor) (10) is disposed between the engine and transmission in one preferred embodiment.
The present invention is particularly suited for delivering complementary torque to the drive train as needed.
The amount of torque delivered to the transmission is the sum of the torque supplied by the engine and the torque supplied by the regenerative torque source. Depending on vehicle conditions, such as torque demand, and the amount of torque available from either the engine or the regenerative torque source 10/12, the Regenerative Torque Control Module (20) RTCM serves to control the amount of torque delivered by the engine and regenerative torque source. The RTCM 20 computes how to split the delivery of torque between the engine 1 and regenerative torque source 10/12. Torque supplied by the regenerative torque source may be either supplementary (additive) or complementary (replacement) to the engine torque. The percentage of torque supplied by the engine or regenerative torque source depends on the operating conditions of the vehicle, torque demand, and the available torque that can be supplied by either source at a given time.
The resultant torque is the sum of the two torque sources.
The RTCM 20 contains the necessary algorithms to control the regenerative torque source for selectively and appropriately supplying torque to the drive train as needed. The engine, on the other hand, is controlled by an (electronic control module)ECM 22, usually supplied by the manufacturer of the engine.
Modern internal combustion engines are very complex.
The engines are controlled in response to an array of sensed vehicle conditions. Sensors such as oxygen sensors, vehicle speed sensors, engine speed sensors, and a host of other inputs are all used by the ECM 22 to efficiently manage the from the engine. However, when a regenerative torque source applies complementary torque to the drive line the engine will not be controlled accurately. This is because, for a given torque demand indicated by the APP sensor 24, the engine 1 will attempt to supply the torque as requested by delivery. To overcome these problems, the RTCM intercepts and modifies the APP signal.
As previously described, the APP is noLmally sent directly to the ECM 22. However, in the arrangement of the present invention, the APP is intercepted by the RTCM 20.
The RTCM 20 then modifies this signal appropriately when supplying auxiliary torque via the regenerative torque source 10/12. For example, when the driver depresses the accelerator pedal, the vehicle conditions may warrant supplying a large amount of torque via the regenerative torque source 10/12. In such an instance, little torque may be required from the engine 1. If the engine 1 were to receive the original APP signal 24, it would deliver too much torque and the vehicle would not operate in accordance with the driver's expectations. To prevent such a scenario, the RTCM 20 modifies the APP 24 signal to artificially indicate a lesser accelerator pedal depression. This results in an ultimate torque delivery to the transmission 3 in accordance with the driver's desire. AS the RTCM 20 requests less torque from the regenerative torque source 10/12, the RTCM 2 modifies the APP 24 as seen by the ECM 22 to cause the engine 1 to increase its percentage of torque as needed. When conditions no longer require the application of any auxiliary torque, the actual APP 24 is sent unmodified to the ECM 22.
Fig. 4 is a conventional internal combustion engine with a wire harness bundle connected to an engine's ECM.
Fig. 5 is a wire harness schematic of the internal combustion engine of Fig. 4.
Fig. 6 is a wire harness schematic according to the present invention implemented with a single module interface.
Fig. 7 is a wire harness schematic according to the present invention implemented with a multiple module interface.
Fig. 8 is a schematic showing the typical pass-through failsafe wiring arrangement according to the present invention.
DESCRIPTION OF THE PREFERRED EMBODIMENT
Figures 2-3 depict an assembly according to preferred embodiments of the invention. An internal combustion engine 1 serves as a primary source of torque for driving a drive train which includes a transmission 3, associated drive shafts, differentials between driven wheels, and in the case of four wheel drive vehicles, a transfer case 5 to provide torque split between front and rear axles. A regenerative torque source (12) is employed for supplying auxiliary torque on demand to the drive train and for storing energy during deceleration/vehicle braking. A torque summation device (Such as integrated pump/motor) (10) is disposed between the engine and transmission in one preferred embodiment.
The present invention is particularly suited for delivering complementary torque to the drive train as needed.
The amount of torque delivered to the transmission is the sum of the torque supplied by the engine and the torque supplied by the regenerative torque source. Depending on vehicle conditions, such as torque demand, and the amount of torque available from either the engine or the regenerative torque source 10/12, the Regenerative Torque Control Module (20) RTCM serves to control the amount of torque delivered by the engine and regenerative torque source. The RTCM 20 computes how to split the delivery of torque between the engine 1 and regenerative torque source 10/12. Torque supplied by the regenerative torque source may be either supplementary (additive) or complementary (replacement) to the engine torque. The percentage of torque supplied by the engine or regenerative torque source depends on the operating conditions of the vehicle, torque demand, and the available torque that can be supplied by either source at a given time.
The resultant torque is the sum of the two torque sources.
The RTCM 20 contains the necessary algorithms to control the regenerative torque source for selectively and appropriately supplying torque to the drive train as needed. The engine, on the other hand, is controlled by an (electronic control module)ECM 22, usually supplied by the manufacturer of the engine.
Modern internal combustion engines are very complex.
The engines are controlled in response to an array of sensed vehicle conditions. Sensors such as oxygen sensors, vehicle speed sensors, engine speed sensors, and a host of other inputs are all used by the ECM 22 to efficiently manage the from the engine. However, when a regenerative torque source applies complementary torque to the drive line the engine will not be controlled accurately. This is because, for a given torque demand indicated by the APP sensor 24, the engine 1 will attempt to supply the torque as requested by delivery. To overcome these problems, the RTCM intercepts and modifies the APP signal.
As previously described, the APP is noLmally sent directly to the ECM 22. However, in the arrangement of the present invention, the APP is intercepted by the RTCM 20.
The RTCM 20 then modifies this signal appropriately when supplying auxiliary torque via the regenerative torque source 10/12. For example, when the driver depresses the accelerator pedal, the vehicle conditions may warrant supplying a large amount of torque via the regenerative torque source 10/12. In such an instance, little torque may be required from the engine 1. If the engine 1 were to receive the original APP signal 24, it would deliver too much torque and the vehicle would not operate in accordance with the driver's expectations. To prevent such a scenario, the RTCM 20 modifies the APP 24 signal to artificially indicate a lesser accelerator pedal depression. This results in an ultimate torque delivery to the transmission 3 in accordance with the driver's desire. AS the RTCM 20 requests less torque from the regenerative torque source 10/12, the RTCM 2 modifies the APP 24 as seen by the ECM 22 to cause the engine 1 to increase its percentage of torque as needed. When conditions no longer require the application of any auxiliary torque, the actual APP 24 is sent unmodified to the ECM 22.
In modern conventional vehicles, the ECM 22 also communicates with other system control modules, in particular the Transmission Control Module TCM 30, through a communication bus or other means. The TCM 30 may use the APP
from the ECM 22 and shift inappropriately. This is a torque from the regenerative torque source. The modified torque signal consists of a scaled sum of the percentage of engine torque and auxiliary torque. In this manner other control modules connected to the vehicle's communication bus Fig. 4 depicts a perspective view of a conventional engine with an ECM. Fig. 5 shows an engine wiring harness connects the ECM to all the various systems throughout the vehicle. Because of the sophistication of modern engines and associated control modules, it not practical to replace the ECM or any other existing control module for every vehicle incorporating a RTS. Such would require a different RTCM 20 from the RTCM 20 to the ECM 22. For a plurality of bundled wires within the wire harness carrying various signals, they are simply passed through the RTCM 20 unaltered and forwarded to the ECM 22.
The output of the ECM 22 is also channeled back through 15 During vehicle deceleration, the RTS acts as a storage device. It is known in the art that energy conversion devices, such as pump motors and motor generators, are most efficient at specific speeds and thus are tuned accordingly.
Therefore, during deceleration, it is desirable to control 20 the transmission 3 in an effort to rotate the drive shaft within a specified speed range thereby maximizing the efficiency of the energy conversion device and increasing stored energy. The RTCM 20 has full access to all the vehicle sensed parameters. The engine torque, APP 24 and other the TOM 30, thus forcing the TOM 30 to maintain shift points beneficial to energy conversion device operation and energy storage. This is valid for the configuration where energy is extracted between the engine 1 and transmission 3. For a RTS
extracting torque below the transmission, a similar modification may benefit the energy recovery by maintaining a condition where engine braking is minimized. This mode of operation is a divergence from conventional down-shifting which is largely dependent on having the transmission shifted to make use of engine braking torque. The environment of a hybrid RTS is very much different from conventional drive trains. The invention allows modification of vehicle transmission 3 operation during deceleration, to optimize energy conversion device speed which is heretofore void in the art.
The RTCM 20 is configured such that in the event that the RTS is disabled or inoperative, the signals that are intercepted by the RTCM 20 are switched automatically so as to pass through the unmodified control signals. Fig. 8 shows the typical mechanism for this failsafe circuit. Each signal entering and exiting the RTCM 20 is switched by a relay or other switching device. The switch defaults to bypass mode.
When the RTCM 20 is powered and operating without fault conditions, the relay is switched on, which directs the control signal through the RTCM 20. This arrangement allows the original ECM 22, TOM 30 or other control modules to cik 02591879 2012-10-25 operate normally in the event of a failure or shutdown of the RTS.
For example, in the event of a power loss to the RTS, the RTS will be unable to store energy, and will be disabled. In this case, the failsafe relay circuitry will de-energize, and the engine, transmission, and other vehicle systems will continue to operate normally. The fail safe relay circuit can also respond to bypass input signals in response to other fault detected operating conditions.
While the foregoing invention has been shown and described with reference to a preferred embodiment, the scope of the claims should not be limited by the preferred embodiment, but should be given the broadest interpretation consistent with the description as a whole.
from the ECM 22 and shift inappropriately. This is a torque from the regenerative torque source. The modified torque signal consists of a scaled sum of the percentage of engine torque and auxiliary torque. In this manner other control modules connected to the vehicle's communication bus Fig. 4 depicts a perspective view of a conventional engine with an ECM. Fig. 5 shows an engine wiring harness connects the ECM to all the various systems throughout the vehicle. Because of the sophistication of modern engines and associated control modules, it not practical to replace the ECM or any other existing control module for every vehicle incorporating a RTS. Such would require a different RTCM 20 from the RTCM 20 to the ECM 22. For a plurality of bundled wires within the wire harness carrying various signals, they are simply passed through the RTCM 20 unaltered and forwarded to the ECM 22.
The output of the ECM 22 is also channeled back through 15 During vehicle deceleration, the RTS acts as a storage device. It is known in the art that energy conversion devices, such as pump motors and motor generators, are most efficient at specific speeds and thus are tuned accordingly.
Therefore, during deceleration, it is desirable to control 20 the transmission 3 in an effort to rotate the drive shaft within a specified speed range thereby maximizing the efficiency of the energy conversion device and increasing stored energy. The RTCM 20 has full access to all the vehicle sensed parameters. The engine torque, APP 24 and other the TOM 30, thus forcing the TOM 30 to maintain shift points beneficial to energy conversion device operation and energy storage. This is valid for the configuration where energy is extracted between the engine 1 and transmission 3. For a RTS
extracting torque below the transmission, a similar modification may benefit the energy recovery by maintaining a condition where engine braking is minimized. This mode of operation is a divergence from conventional down-shifting which is largely dependent on having the transmission shifted to make use of engine braking torque. The environment of a hybrid RTS is very much different from conventional drive trains. The invention allows modification of vehicle transmission 3 operation during deceleration, to optimize energy conversion device speed which is heretofore void in the art.
The RTCM 20 is configured such that in the event that the RTS is disabled or inoperative, the signals that are intercepted by the RTCM 20 are switched automatically so as to pass through the unmodified control signals. Fig. 8 shows the typical mechanism for this failsafe circuit. Each signal entering and exiting the RTCM 20 is switched by a relay or other switching device. The switch defaults to bypass mode.
When the RTCM 20 is powered and operating without fault conditions, the relay is switched on, which directs the control signal through the RTCM 20. This arrangement allows the original ECM 22, TOM 30 or other control modules to cik 02591879 2012-10-25 operate normally in the event of a failure or shutdown of the RTS.
For example, in the event of a power loss to the RTS, the RTS will be unable to store energy, and will be disabled. In this case, the failsafe relay circuitry will de-energize, and the engine, transmission, and other vehicle systems will continue to operate normally. The fail safe relay circuit can also respond to bypass input signals in response to other fault detected operating conditions.
While the foregoing invention has been shown and described with reference to a preferred embodiment, the scope of the claims should not be limited by the preferred embodiment, but should be given the broadest interpretation consistent with the description as a whole.
Claims (22)
1. A vehicle having a regenerative torque system comprising:
a drive train including;
an engine having an accelerator pedal position sensor for sensing accelerator pedal position, said accelerator pedal position sensor generating an accelerator pedal position signal representative of said accelerator pedal position;
a transmission unit driven by said engine for driving at least a pair of wheels for propelling said vehicle;
a regenerative torque unit for storing and supplying energy to said drive train to selectively supply on demand complementary torque thereto, said regenerative torque unit disposed upstream said transmission relative to said engine, an engine control module for controlling said engine in response to operating conditions;
a regenerative torque control module disposed between said accelerator pedal position sensor and said engine control module, said regenerative torque control module intercepting said accelerator pedal position signal and modifying said accelerator pedal position signal in response to a mode of operation of said regenerative torque unit.
a drive train including;
an engine having an accelerator pedal position sensor for sensing accelerator pedal position, said accelerator pedal position sensor generating an accelerator pedal position signal representative of said accelerator pedal position;
a transmission unit driven by said engine for driving at least a pair of wheels for propelling said vehicle;
a regenerative torque unit for storing and supplying energy to said drive train to selectively supply on demand complementary torque thereto, said regenerative torque unit disposed upstream said transmission relative to said engine, an engine control module for controlling said engine in response to operating conditions;
a regenerative torque control module disposed between said accelerator pedal position sensor and said engine control module, said regenerative torque control module intercepting said accelerator pedal position signal and modifying said accelerator pedal position signal in response to a mode of operation of said regenerative torque unit.
2. The vehicle having a regenerative system according to claim 1, further comprising a transmission control unit disposed between said regenerative control module and said transmission for controlling said transmission in response to said operating conditions.
3. The vehicle having a regenerative system according to claim 2, wherein said transmission control unit selectively controls said transmission during a regenerative mode of said vehicle when said regenerative torque unit is storing energy in response to criteria to maximize efficiency of said regenerative torque unit.
4. The vehicle having a regenerative system according to claim 3, wherein said regenerative torque unit includes an energy conversion device, when said vehicle is decelerating during said regenerative mode said transmission control unit sends a signal to shift said transmission to maintain a driven speed of said energy conversion device within a specified speed range.
5. The vehicle having a regenerative system according to claim 2, wherein said regenerative torque control module intercepts a torque signal from said engine control module and selectively modifies said torque signal in response to vehicle conditions and sends said modified torque signal to said transmission control unit.
6. The vehicle having a regenerative system according to claim 2, wherein said regenerative torque control module is disposed between said engine and said transmission control unit and intercepts an engine torque signal, said regenerative torque control module selectively modifies said engine torque signal when said regenerative torque unit is supplying complementary torque and sends said modified torque signal to said transmission control unit.
7. The vehicle having a regenerative system according to claim 1, wherein said regenerative torque control module includes a pass through device passing a plurality of unmodified signals to a wire harness bundle thereby facilitating a retrofit installation with a wire harness having a single bundled connector ordinarily connected to the engine control module.
8. The vehicle having a regenerative system according to claim 4, wherein said regenerative torque control module is disposed between said engine and said transmission control unit and intercepts an engine torque signal, said regenerative torque control module selectively modifies said engine torque signal when said regenerative torque unit is supplying complementary torque and sends said modified torque signal to said transmission control unit.
9. The vehicle having a regenerative system according to claim 8, wherein said regenerative torque control module intercepts a torque signal from said engine control module and selectively modifies said torque signal in response to vehicle conditions and sends said modified torque signal to said transmission control unit; and wherein said regenerative torque control module includes a pass through device passing through a plurality of unmodified signals to a wire harness bundle thereby facilitating a retrofit installation with said wire harness bundle having a single bundled connector ordinarily connected to the engine control module.
10. A vehicle having a regenerative system comprising:
a drive train, said drive train including;
an engine having an accelerator pedal position sensor for sensing accelerator pedal position, said accelerator pedal position sensor generating an accelerator pedal position signal representative of said accelerator pedal position;
a transmission unit driven by said engine for driving at least a pair of wheels for propelling said vehicle;
a drive shaft driven by said engine for transmitting torque to a pair of driven wheels;
a hydraulic regenerative drive unit connected to said drive shaft for selectively driving and being driven by said drive shaft, said hydraulic regenerative drive unit storing energy when driven by said drive shaft in a generation mode and selectively supply on demand complementary torque to said drive shaft when driving said drive shaft in a motor mode of said vehicle, an engine control unit for controlling said engine in response to operating conditions;
a regenerative torque control module disposed between said accelerator pedal position sensor and said engine control unit, said regenerative torque control module intercepting said accelerator pedal position signal and modifying said throttle accelerator pedal position signal in response to a mode of operation of said hydraulic regenerative drive unit, wherein said regenerative torque control module includes a pass through device passing a plurality of unmodified signals to a wire harness bundle thereby facilitating a retrofit installation with a wire harness having a single bundled connector ordinarily connected to the engine control unit.
a drive train, said drive train including;
an engine having an accelerator pedal position sensor for sensing accelerator pedal position, said accelerator pedal position sensor generating an accelerator pedal position signal representative of said accelerator pedal position;
a transmission unit driven by said engine for driving at least a pair of wheels for propelling said vehicle;
a drive shaft driven by said engine for transmitting torque to a pair of driven wheels;
a hydraulic regenerative drive unit connected to said drive shaft for selectively driving and being driven by said drive shaft, said hydraulic regenerative drive unit storing energy when driven by said drive shaft in a generation mode and selectively supply on demand complementary torque to said drive shaft when driving said drive shaft in a motor mode of said vehicle, an engine control unit for controlling said engine in response to operating conditions;
a regenerative torque control module disposed between said accelerator pedal position sensor and said engine control unit, said regenerative torque control module intercepting said accelerator pedal position signal and modifying said throttle accelerator pedal position signal in response to a mode of operation of said hydraulic regenerative drive unit, wherein said regenerative torque control module includes a pass through device passing a plurality of unmodified signals to a wire harness bundle thereby facilitating a retrofit installation with a wire harness having a single bundled connector ordinarily connected to the engine control unit.
11. The vehicle according to claim 10, wherein said drive shaft includes a first drive shaft disposed between said engine and said transmission and a second drive shaft disposed between said transmission and said pair of wheels, said regenerative drive unit being connected to said first drive shaft.
12. The vehicle having a regenerative system according to claim 10, further comprising a transmission control unit disposed between said regenerative torque control module and said transmission for controlling said transmission in response to said operating conditions.
13. The vehicle having a regenerative system according to claim 12, wherein said transmission control unit selectively controls said transmission during a regenerative mode of said vehicle when said hydraulic regenerative drive unit is storing energy in response to criteria to maximize efficiency of said hydraulic regenerative drive unit.
14. The vehicle having a regenerative system according to claim 13, wherein said regenerative drive unit includes an integrated pump motor, when said vehicle is decelerating during said regenerative mode said transmission control unit sends a shift to shift said transmission to maintain a driven speed of said pump motor within a specified speed range.
15. The vehicle having a regenerative system according to claim 10, wherein said regenerative torque control module intercepts a torque signal from said engine control unit and selectively modifies said torque signal in response to vehicle conditions and sends said modified torque signal to said transmission control unit.
16. The vehicle having a regenerative system according to claim 12, wherein said regenerative torque control module is disposed between said engine and said transmission control unit and intercepts an engine torque signal, said regenerative torque control module selectively modifies said engine torque signal when said regenerative drive unit is supplying complementary torque and sends said modified torque signal to said transmission control unit.
17. The vehicle having a regenerative system according to claim 1, wherein said regenerative torque control module includes a pass through device passing a plurality of unmodified signals to a wire harness bundle thereby facilitating a retrofit installation with a wire harness having a single bundled connector ordinarily connected to the engine control unit, said pass through device including fail safe device to pass through all input signals without modification in response to a fault condition.
18. The vehicle having a regenerative system according to claim 17, wherein said fail safe device includes a relay circuit to bypass said input signals through said regenerative torque control module without modification.
19. The vehicle having a regenerative system according to claim 14, wherein said regenerative torque control module is disposed between said engine and said transmission control unit and intercepts an engine torque signal, said regenerative torque control module selectively modifies said engine torque signal when said regenerative drive unit is supplying complementary torque and sends said modified torque signal to said transmission control unit.
20. The vehicle having a regenerative system according to claim 19, wherein said regenerative torque control module intercepts a torque signal from said engine control unit and selectively modifies said torque signal in response to vehicle conditions and sends said modified torque signal to said transmission control unit; and wherein said regenerative torque control module includes a pass through device passing through a plurality of unmodified signals to a wire harness bundle thereby facilitating a retrofit installation with said wire harness bundle having a single bundled connector ordinarily connected to the engine control unit.
21. The vehicle having a regenerative system according to claim 10, wherein said pass through device includes a fail safe device to pass through all input signals without modification in response to a fault condition.
22. The vehicle having a regenerative system according to claim 21, wherein said fail safe device includes a relay circuit to bypass said input signals through said regenerative torque control module without modification.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/019,201 US7395887B2 (en) | 2004-12-23 | 2004-12-23 | Complementary regenerative torque system and method of controlling same |
US11/019,201 | 2004-12-23 | ||
PCT/US2005/044769 WO2006071493A2 (en) | 2004-12-23 | 2005-12-12 | Complementary regenerative torque system and method of controlling same. |
Publications (2)
Publication Number | Publication Date |
---|---|
CA2591879A1 CA2591879A1 (en) | 2006-07-06 |
CA2591879C true CA2591879C (en) | 2013-08-13 |
Family
ID=36570621
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
CA2591879A Expired - Fee Related CA2591879C (en) | 2004-12-23 | 2005-12-12 | Complementary regenerative torque system and method of controlling same |
Country Status (8)
Country | Link |
---|---|
US (1) | US7395887B2 (en) |
EP (1) | EP1831065B1 (en) |
JP (2) | JP4705647B2 (en) |
CN (1) | CN101128352B (en) |
AT (1) | ATE512034T1 (en) |
AU (1) | AU2005322371B2 (en) |
CA (1) | CA2591879C (en) |
WO (1) | WO2006071493A2 (en) |
Families Citing this family (27)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7395887B2 (en) * | 2004-12-23 | 2008-07-08 | Bosch Rexroth Corporation | Complementary regenerative torque system and method of controlling same |
DK176226B1 (en) * | 2005-11-10 | 2007-03-19 | Dancar Autosikring Aps | Cruise control for e.g. passenger car, has cable connecting control unit to position sensor and another cable connecting control unit to engine computer, where control unit is adapted to communicate via data buses in vehicle |
US20070284164A1 (en) * | 2006-05-19 | 2007-12-13 | Net Gain Technologies | Motor vehicle with electric boost motor |
DE102006058003A1 (en) | 2006-12-08 | 2008-06-19 | Robert Bosch Gmbh | Method for controlling a drive and drive system |
JP4450027B2 (en) * | 2007-07-18 | 2010-04-14 | トヨタ自動車株式会社 | Vehicle control apparatus and control method |
WO2009018223A1 (en) * | 2007-07-27 | 2009-02-05 | Sparkip, Inc. | System and methods for clustering large database of documents |
US8776368B2 (en) * | 2007-08-03 | 2014-07-15 | Parker-Hannifin Corporation | Integrated hydraulic hybrid drive module and method of installing same |
DE102008057604A1 (en) * | 2008-10-01 | 2010-04-08 | Robert Bosch Gmbh | System for controlling a regenerative drive and method for controlling a regenerative drive |
US9199647B2 (en) | 2008-11-21 | 2015-12-01 | Parker-Hannifin Corporation | Apparatus and method for operating a hybrid drive system during an extended braking condition |
FR2945243B1 (en) * | 2009-05-11 | 2012-06-01 | Renault Sas | SYSTEM FOR CONTROLLING THE TORQUE TO THE WHEELS OF A VEHICLE EQUIPPED WITH AT LEAST ONE ELECTRIC MOTOR. |
CN101920704B (en) * | 2010-07-27 | 2012-11-21 | 中国科学院深圳先进技术研究院 | Road surface self-adaptive torque control system of electric automobile |
US8688302B2 (en) | 2010-12-31 | 2014-04-01 | Cummins Inc. | Hybrid power system braking control |
US9205734B1 (en) | 2011-10-06 | 2015-12-08 | XL Hybrids | Motor integration assembly |
US9390062B1 (en) | 2012-02-01 | 2016-07-12 | XL Hybrids | Managing vehicle information |
US8670888B1 (en) | 2013-06-18 | 2014-03-11 | XL Hybrids | Dynamically assisting hybrid vehicles |
US9818240B1 (en) | 2013-09-06 | 2017-11-14 | XL Hybrids | Comparing vehicle performance |
US9922469B1 (en) | 2013-11-07 | 2018-03-20 | XL Hybrids | Route-based vehicle selection |
CN103552456A (en) * | 2013-11-12 | 2014-02-05 | 南昌航空大学 | ARM (advanced RISC machine)-embedded energy-saving automobile control system |
GB2524787A (en) * | 2014-04-02 | 2015-10-07 | Eurekagen Ltd | Energy recovery system |
US20150308569A1 (en) | 2014-04-29 | 2015-10-29 | Parker-Hannifin Corporation | Controller and system for utility vehicle |
US10166855B2 (en) * | 2015-09-12 | 2019-01-01 | GM Global Technology Operations LLC | Vehicle, system, and method of calculating an engine torque request value |
CN109204310B (en) * | 2017-06-29 | 2020-05-26 | 上海汽车集团股份有限公司 | Vehicle power control method and device |
CN108189831A (en) * | 2017-12-30 | 2018-06-22 | 盛瑞传动股份有限公司 | Prevent vehicle from generating the method and system of impact |
CN110171349B (en) * | 2019-05-06 | 2021-06-15 | 江苏理工学院 | Tank truck rollover composite protection system based on elastic adjustable elliptical support |
CN110217155B (en) * | 2019-05-06 | 2021-08-24 | 江苏理工学院 | Side-turning composite protection system of tank truck based on safety air bag and control process of side-turning composite protection system |
US11359571B2 (en) * | 2019-12-05 | 2022-06-14 | Wen-Yi Wu | Device and method for inhibiting unintended vehicle acceleration |
TWI806583B (en) * | 2021-02-02 | 2023-06-21 | 鼎鑫國際創投有限公司 | Accelerator misstep suppression device |
Family Cites Families (39)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4132283A (en) * | 1976-08-08 | 1979-01-02 | Mccurry Jere L | System to supplement engine power |
GB2065836B (en) | 1979-12-18 | 1984-05-10 | Ca Nat Research Council | Engine control systems |
US4372414A (en) * | 1980-09-04 | 1983-02-08 | Advanced Energy Systems, Inc. | Fuel-efficient energy storage automotive drive system |
US4382484A (en) * | 1980-09-04 | 1983-05-10 | Advanced Energy Systems Inc. | Fuel-efficient energy storage automotive drive system |
US4351409A (en) * | 1980-11-14 | 1982-09-28 | General Motors Corporation | Vehicle drive system with energy storage and retrieval |
DE3151351C2 (en) * | 1981-12-24 | 1995-04-13 | Man Technologie Gmbh | Motor vehicle drive unit with a control device |
US4741410A (en) * | 1985-07-05 | 1988-05-03 | Advanced Energy Systems Inc. | Energy storage automotive drive system particularly adaptable for retrofitting |
US4986383A (en) * | 1986-12-29 | 1991-01-22 | Evans Kenneth W | Vehicle braking system for converting and storing the momentum of a vehicle and using the stored energy to re-accelerate the vehicle |
JPH0620835B2 (en) * | 1988-10-27 | 1994-03-23 | いすゞ自動車株式会社 | Vehicle brake energy regeneration device |
JPH0620837B2 (en) * | 1988-10-27 | 1994-03-23 | いすゞ自動車株式会社 | Vehicle brake energy regeneration device |
DE3911708C2 (en) * | 1989-04-10 | 1996-11-14 | Linde Ag | Method for operating a drive unit |
US5540051A (en) * | 1990-11-26 | 1996-07-30 | Komatsu Ltd. | Control mechanism for hydrostatic-mechanical power transmission system |
JP2697321B2 (en) * | 1991-01-25 | 1998-01-14 | 日産自動車株式会社 | Internal combustion engine piston |
JP3019682B2 (en) * | 1993-09-17 | 2000-03-13 | トヨタ自動車株式会社 | Power generation control method for hybrid vehicles |
DE4333564A1 (en) * | 1993-10-01 | 1995-04-06 | Fev Motorentech Gmbh & Co Kg | Method for driving auxiliary units on vehicles, in particular on motor vehicles, and arrangement for carrying out the method |
JP2575287B2 (en) * | 1994-03-01 | 1997-01-22 | 株式会社小松製作所 | Control device for hydrostatic-mechanical transmission |
US5495912A (en) * | 1994-06-03 | 1996-03-05 | The United States Of America As Represented By The Administrator Of The U.S. Environmental Protection Agency | Hybrid powertrain vehicle |
JP3534271B2 (en) * | 1995-04-20 | 2004-06-07 | 株式会社エクォス・リサーチ | Hybrid vehicle |
JP2843883B2 (en) * | 1996-05-22 | 1999-01-06 | 本田技研工業株式会社 | Control device for hybrid vehicle |
JP3758235B2 (en) * | 1996-06-10 | 2006-03-22 | トヨタ自動車株式会社 | Intake control device for internal combustion engine |
JPH10244858A (en) * | 1997-03-06 | 1998-09-14 | Toyota Motor Corp | Deceleration energy regenerating device for vehicle |
DE69821750T2 (en) * | 1997-04-18 | 2006-06-22 | Transport Energy Systems Pty. Ltd., Holland Park | Hybrid drive system for use in vehicle operation |
AUPP565098A0 (en) * | 1998-09-03 | 1998-09-24 | Hbp Permo-Drive Pty Ltd | Energy management system |
JP3300294B2 (en) * | 1998-12-07 | 2002-07-08 | 本田技研工業株式会社 | Hybrid vehicle control device |
US6262491B1 (en) | 1998-12-07 | 2001-07-17 | Honda Giken Kogyo Kabushiki Kaisha | Control system for hybrid vehicle |
JP2000203287A (en) * | 1999-01-13 | 2000-07-25 | Toyota Motor Corp | Power outputting device and hybrid vehicle therewith |
DE10036504B4 (en) * | 1999-08-02 | 2011-05-19 | Schaeffler Technologies Gmbh & Co. Kg | powertrain |
JP3458795B2 (en) * | 1999-10-08 | 2003-10-20 | トヨタ自動車株式会社 | Hybrid drive |
GB2367795B (en) * | 2000-10-11 | 2004-07-14 | Ford Motor Co | A control system for a hybrid electric vehicle |
JP3940260B2 (en) * | 2000-10-16 | 2007-07-04 | 日産ディーゼル工業株式会社 | Vehicle hybrid system |
JP4743992B2 (en) * | 2001-04-23 | 2011-08-10 | トヨタ自動車株式会社 | Vehicle control device |
JP2003294123A (en) * | 2002-03-29 | 2003-10-15 | Jatco Ltd | Parallel hybrid vehicle |
JP4018023B2 (en) * | 2003-04-14 | 2007-12-05 | 日産ディーゼル工業株式会社 | Vehicle hybrid system |
US7073615B2 (en) * | 2003-09-19 | 2006-07-11 | Ford Global Technologies, Llc. | System and method for operating an electric motor by limiting performance |
US7013213B2 (en) * | 2004-05-12 | 2006-03-14 | Ford Global Technologies, Llc | Method for controlling starting of an engine in a hybrid electric vehicle powertrain |
US7160224B2 (en) * | 2004-05-14 | 2007-01-09 | General Motors Corporation | Single motor recovery for an electrically variable transmission |
US7395887B2 (en) * | 2004-12-23 | 2008-07-08 | Bosch Rexroth Corporation | Complementary regenerative torque system and method of controlling same |
US7467033B2 (en) * | 2005-03-07 | 2008-12-16 | Ford Global Technologies, Llc | Control method for a vehicle powertrain with protection against low load conditions |
US20070108838A1 (en) * | 2005-11-14 | 2007-05-17 | Ford Global Technologies, Llc | Regenerative braking control system and method |
-
2004
- 2004-12-23 US US11/019,201 patent/US7395887B2/en not_active Expired - Fee Related
-
2005
- 2005-12-12 JP JP2007548270A patent/JP4705647B2/en not_active Expired - Fee Related
- 2005-12-12 CN CN2005800475349A patent/CN101128352B/en not_active Expired - Fee Related
- 2005-12-12 CA CA2591879A patent/CA2591879C/en not_active Expired - Fee Related
- 2005-12-12 AU AU2005322371A patent/AU2005322371B2/en not_active Ceased
- 2005-12-12 EP EP05853637A patent/EP1831065B1/en not_active Not-in-force
- 2005-12-12 AT AT05853637T patent/ATE512034T1/en not_active IP Right Cessation
- 2005-12-12 WO PCT/US2005/044769 patent/WO2006071493A2/en active Application Filing
-
2010
- 2010-12-10 JP JP2010276076A patent/JP5473145B2/en not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
US7395887B2 (en) | 2008-07-08 |
AU2005322371A1 (en) | 2006-07-06 |
WO2006071493A3 (en) | 2006-08-24 |
EP1831065B1 (en) | 2011-06-08 |
ATE512034T1 (en) | 2011-06-15 |
JP4705647B2 (en) | 2011-06-22 |
WO2006071493A2 (en) | 2006-07-06 |
CN101128352A (en) | 2008-02-20 |
CA2591879A1 (en) | 2006-07-06 |
US20060137925A1 (en) | 2006-06-29 |
JP2008525268A (en) | 2008-07-17 |
JP5473145B2 (en) | 2014-04-16 |
JP2011140296A (en) | 2011-07-21 |
AU2005322371B2 (en) | 2011-03-17 |
EP1831065A2 (en) | 2007-09-12 |
CN101128352B (en) | 2011-06-15 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
CA2591879C (en) | Complementary regenerative torque system and method of controlling same | |
US6959971B2 (en) | Vehicle braking apparatus | |
US6930405B2 (en) | Vehicle control apparatus | |
US7669414B2 (en) | Hydraulic energy recovery system with dual-powered auxiliary hydraulics | |
JP5351256B2 (en) | Brake device for automobile, operation method thereof and hydraulic device | |
US6325470B1 (en) | Method and apparatus for proportioning regenerative braking | |
US9527388B2 (en) | Regenerative control device and regenerative control method and hybrid motor vehicle | |
EP1740406B1 (en) | Hydraulic hybrid vehicle with integrated hydraulic drive module and four-wheel-drive, and method of operation thereof | |
US8485291B2 (en) | Self frequency ramping alternating current wheel motor system for hybrid vehicles | |
US20130211640A1 (en) | Propulsion device for an all-wheel-drive vehicle and method for distributing the drive torque to a front axle drive and a rear axle drive | |
CN102490720B (en) | Power assembly control method for hybrid engineering machine, and hybrid assembly system | |
EP2159119A1 (en) | Steering systems and methods for hybrid vehicles | |
JP3909328B2 (en) | Control method of vehicle hybrid drive | |
KR102645049B1 (en) | Hydraulic system for vehicle | |
KR20000049233A (en) | System and method for controlling the switching in of ancillary equipment driven by an engine | |
JP5199765B2 (en) | Braking device for vehicle | |
US9789864B2 (en) | Devices and methods for distributing an overall target torque specification | |
CN112639289A (en) | Dual air compressor for hybrid vehicle | |
EP0906857B1 (en) | Method and apparatus for regenerative and friction braking | |
CN111319476A (en) | Four-drive motor system of hydrogen fuel cell electric automobile and control method thereof | |
JP2005502534A (en) | Control means for output bypass transmission | |
MXPA98002625A (en) | Transmission continually your |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
EEER | Examination request | ||
MKLA | Lapsed |
Effective date: 20171212 |