WO2015166258A1 - Véhicule comprenant système de démarrage-arrêt dans lequel le démarreur-générateur est directement accouplé au moteur à combustion interne - Google Patents

Véhicule comprenant système de démarrage-arrêt dans lequel le démarreur-générateur est directement accouplé au moteur à combustion interne Download PDF

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Publication number
WO2015166258A1
WO2015166258A1 PCT/GB2015/051272 GB2015051272W WO2015166258A1 WO 2015166258 A1 WO2015166258 A1 WO 2015166258A1 GB 2015051272 W GB2015051272 W GB 2015051272W WO 2015166258 A1 WO2015166258 A1 WO 2015166258A1
Authority
WO
WIPO (PCT)
Prior art keywords
stop
engine
electrical machine
torque
controller
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.)
Ceased
Application number
PCT/GB2015/051272
Other languages
English (en)
Inventor
Neil Brown
Krzysztof PACIURA
Robert Seliga
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Cummins Generator Technologies Ltd
Original Assignee
Cummins Generator Technologies Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Cummins Generator Technologies Ltd filed Critical Cummins Generator Technologies Ltd
Priority to GB1618415.2A priority Critical patent/GB2540093A/en
Publication of WO2015166258A1 publication Critical patent/WO2015166258A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • 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
    • B60K6/20—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • 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
    • B60K6/20—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/17—Control strategies specially adapted for achieving a particular effect for noise reduction
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/06—Engines with means for equalising torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0862—Circuits specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/18—Suppression of vibrations in rotating systems by making use of members moving with the system using electric, magnetic or electromagnetic means
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
    • 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
    • B60K6/20—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B60W2030/206—Reducing vibrations in the driveline related or induced by the engine
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/24—Control of the engine output torque by using an external load, e.g. a generator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/28—Control for reducing torsional vibrations, e.g. at acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0814—Circuits specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0888—DC/DC converters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0896—Inverters for electric machines, e.g. starter-generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular 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

Definitions

  • the present invention relates to a stop-start system for a vehicle, and in particular a vehicle having an integrated engine and electrical machine.
  • the present invention has particular, but not exclusive, application with commercial vehicles such as buses, trucks, lorries and vans.
  • Hybrid vehicles combine an internal combustion engine with an electrical machine to achieve fuel savings and reduce emissions.
  • Various types of hybrid vehicle are currently in production.
  • a vehicle which can be driven by just the electrical machine is sometimes referred to as a full hybrid, while a vehicle in which the electrical machine is only able to assist the internal combustion engine is sometimes referred to as a mild hybrid.
  • Mild hybrids can have smaller batteries and a less powerful electrical machine than a full hybrid, which allows their cost and weight to be reduced.
  • Hybrid vehicles usually include a stop-start system, which automatically shuts down and restarts the internal combustion engine to reduce the amount of time the engine spends idling, thereby reducing fuel consumption and emissions. Stop-start systems are also present in some vehicles in which an electrical machine is not used to drive the vehicle, and these vehicles are sometimes referred to as micro-hybrids.
  • Hybrid vehicles are particularly advantageous in urban environments where frequent stops and starts are encountered and emissions are most harmful.
  • a stop/start controller for controlling stop/start events in a vehicle comprising an integrated engine and electrical machine, wherein the stop/start controller is arranged to vary torque produced by the electrical machine during a stop/start event to at least partially compensate for variations in torque produced by the engine.
  • the present invention may provide the advantage that, by varying the torque produced by the electrical machine during a stop/start event to at least partially compensate for variations in torque produced by the engine, the effect of torque pulses produced by the engine may be reduced. This may allow the engine to be stopped and/or started more smoothly, more quickly, and/or more efficiently than would otherwise be the case. This may also allow the frequency at which stop/start events can take place to be increased, and/or allow lower cost components to be used.
  • stop/start event it is preferably meant either a stop event, or a start event, or both.
  • the stop/start controller is arranged to control the electrical machine to vary the torque applied by the electrical machine to the engine. This can allow the amount of torque applied to be tailor to the specific circumstances, and thus allow more efficient operation of the electrical machine. This in turn may reduce the amount of electrical storage required to power the electrical machine.
  • the amount of torque applied by the electrical machine is variable within one cycle of the engine. This can allow the electrical machine at least partially to compensate for variations in the torque produced by the engine due to different parts of the engine cycle.
  • the torque applied by the electrical machine may be variable during an engine cycle so as to reduce variations in the torque produced by the engine during the engine cycle. This can allow vibration which is produced by the engine to be reduced.
  • the stop/start controller is arranged to at least partially compensate for torque produced by at least one of a compression stroke, an expansion stroke and a combustion stroke.
  • the electrical machine is arranged to absorb torque produced by the engine during a combustion stroke and/or an expansion stroke. This may help to reduce vibrations produced by the engine, and may also lead to more efficient operation since the absorbed energy can be used to charge an electrical storage device.
  • the stop/start controller is arranged to control the electrical machine such that the electrical machine applies a negative torque to the engine during a stop event. This can allow the engine to be brought to a stop more quickly and/or more efficiently than would otherwise be the case.
  • the stop/start controller may be arranged to control the electrical machine such that the electrical machine applies a variable torque to the engine during a stop event. This can allow the appropriate amount of torque to be applied, which may lead to more efficient operation.
  • the stop/start controller is arranged to control the electrical machine such that the engine is brought to a stop in a predetermined position. This preferably involves stopping the engine with the engine crankshaft at a predetermined angle.
  • the predetermined position may be, for example, with a piston at or close to the start of an inlet stroke.
  • the stop/start controller is arranged to control the electrical machine to produce a variable negative torque to dampen vibrations of the engine during a stop event.
  • the variable negative torque produced by the electrical machine may oppose torque produced by the engine during at least one of a compression stroke and an expansion stroke. This can allow the engine to be stopped more smoothly.
  • the negative torque produced by the electrical machine can be used to charge an electrical storage device.
  • the stop-start controller is arranged to vary a negative torque produced by the electrical machine during a stop event such that the negative torque is less during a compression stroke and/or greater during an expansion stroke than at other points in the engine cycle during the stop event.
  • This may allow the effect of pulses of torque produced by the engine during a stop event to be reduced. This may allow the engine to be brought to a stop more smoothly, more quickly, and/or more efficiently than may otherwise be the case.
  • the electrical machine is preferably used as a starter motor to start the engine during a start event.
  • the stop/start controller may be arranged to control the electrical machine to control starting of the engine.
  • the stop/start controller may be arranged to control the electrical machine such that the electrical machine applies a variable torque to the engine during a start event. This may allow the engine to be started more quickly and/or more efficiently.
  • the stop/start controller is arranged to control the electrical machine to produce a variable torque to dampen vibrations of the engine during a start event.
  • the variable torque produced by the electrical machine may oppose torque produced by the engine during at least one of a combustion stroke, a compression stroke and an expansion stroke.
  • the stop/start controller is arranged to vary a positive torque produced by the electrical machine during a start event such that the positive torque is greater during a compression stroke and/or less during an expansion stroke than at other points in the engine cycle during the start event. This may allow the engine to be started more smoothly, more quickly, and/or more efficiently than may otherwise be the case.
  • the stop-start controller is arranged to produce a pulse of negative torque when the engine fires. This may allow the electrical machine to at least partially compensate for a positive torque pulse produced by the engine during the combustion stroke when the engine fires.
  • a stop-start system comprising a stop/start controller in any of the forms described above.
  • the stop-start system includes an active torque cancellation controller for controlling the electrical machine to produce a torque which acts so as to reduce variations in the torque produced by the engine while the engine is running.
  • the active torque cancellation controller may be part of or separate from the stop/start controller.
  • the active torque cancellation controller may be operable at idle speed and/or at other engine speeds.
  • the active torque cancellation controller is arranged to reduce variations in the torque produced by the engine while the engine is idling. This can allow the idle speed of the engine to be reduced, in comparison to the case that no active torque cancellation is used. Thus, in cases where it is not possible for the engine to be stopped, the idle speed may nonetheless be reduced, thereby reducing fuel consumption and emissions.
  • the active torque cancellation controller may operate the electrical machine alternatively as a generator and a motor within an engine cycle. This may result in an electrical storage device being alternately charged and discharged by the electrical machine.
  • the active torque cancellation controller is operable to alternately charge and discharge an electrical storage device within an engine cycle such that the net effect is that the electrical storage device remains charged. This may allow a relatively small electrical storage device to be used for the active torque cancellation.
  • the stop-start system may further comprise a position sensor for sensing the position of the electrical machine and/or engine. The position sensor preferably senses the position of the rotor within the electrical machine.
  • the stop/start controller and/or active torque cancellation controller is arranged to control the electrical machine in dependence on the sensed position. For example, the torque applied by the electrical machine may be varied in dependence on the sensed position and/or the speed of the engine. This can facilitate application of the torque cancelation techniques described above.
  • the stop-start system comprises an electrical storage device for supplying power to the electrical machine when it is operating as a motor.
  • the electrical storage device is preferably a dedicated storage device for controlling stop/start operations of the engine and/or active torque cancellation. This can allow a relatively low capacity storage device such as a high energy capacitor to be used for the storage device, thus reducing cost. Furthermore this
  • arrangement may facilitate integration of the stop/start system with an existing vehicle.
  • the electrical storage device may comprise at least one capacitor, such as at least one super capacitor, although other types of electrical storage device such as batteries and electric flywheels could be used instead.
  • the electrical machine is arranged to charge the electrical storage device when it is operating as a generator. This can help to ensure that the electrical storage device remains sufficiently charged to start the engine.
  • the stop-start system may further comprise a bi-directional AC/DC converter for connection between the electrical storage device and the electrical machine.
  • the bi-directional AC/DC converter may be selectively operable as an inverter or a rectifier.
  • the stop/start controller is arranged to control the electrical machine via the bi-directional AC/DC converter.
  • the bi-directional AC/DC converter is operable in an overload state when the electrical machine is operating as a motor. This may be possible by reducing the duration of a start and/or stop event using the techniques described herein. This can allow an AC/DC converter with lower rated switches to be used, thereby reducing the cost.
  • the system may further comprise a DC/DC converter connected to the bidirectional AC/DC converter.
  • the DC/DC converter is preferably bidirectional, and may be arranged convert between an intermediate DC voltage produced by the bidirectional AC/DC converter, and a lower voltage for use by a battery.
  • the DC/DC converter may be arranged for connection to an external battery. This can allow the system to connect, for example, to an existing vehicle battery.
  • the electrical storage device rather than the external battery is used to start the engine. This can allow smaller and lower cost DC/DC converter to be used than would otherwise be the case.
  • the external battery may be used to charge the electrical storage device when the system is first started. This can allow the electrical storage device to have a lower capacity than would otherwise be the case, thus reducing the cost of the system.
  • the stop/start controller may be arranged to perform control of stop/start events based on one or more of: an accelerator signal; a brake signal; a vehicle moving signal; and an inhibit signal. This may allow the system to be implemented using existing signals, and thus may facilitate fitting of the system to an existing vehicle. Preferably the system is adapted for fitting to an existing vehicle.
  • a vehicle power train comprising an engine, an electrical machine, and a stop/start system in any of the forms described above.
  • the electrical machine is preferably integrated with the engine.
  • the rotor of the electrical machine may be directly connected to the engine crankshaft. This may allow the electrical machine to be connected to the engine without the use of gears or clutches. This may allow a compact and lightweight design to be achieved, and facilitate control of the engine with the electrical machine.
  • the rotor of the electrical machine is at least partially supported by the engine bearings.
  • the electrical machine may be located between the engine and a transmission, and its rotor may be supported by the engine bearings and the transmission bearings. This may help to achieve a compact, lightweight, and low cost design.
  • the electrical machine may be located within the engine's flywheel housing.
  • the rotor of the electrical machine replaces the engine's flywheel. By replacing the flywheel with the rotor, the electrical machine can be permanently connected to the engine without the need for gears or clutches and without significantly increasing the rotating mass.
  • an integrated engine/electrical machine may be provided in which the electrical machine replaces the starter motor, alternator and flywheel, and does not require gears or clutches between the engine and the machine. This can allow a compact, lightweight, and low cost design to be achieved.
  • a method of controlling stop/start events in a vehicle comprising an integrated engine and electrical machine, the method comprising varying torque produced by the electrical machine during a stop/start event to at least partially compensate for variations in torque produced by the engine.
  • Figure 1 shows a cross-section through part of an integrated
  • Figure 2 shows schematically a vehicle stop-start system in an
  • FIG. 3 shows parts of the stop-start system in more detail
  • Figure 4 shows schematically various parts of a four-stroke engine combustion cycle
  • Figure 5 shows torque against crankshaft angle for one cylinder of a typical four stroke engine
  • Figure 6 illustrates a possible variation of the torque of the electrical machine during a stop event
  • Figure 7 is flow chart illustrating the processes carried out during a stop event
  • Figure 8 illustrates a possible variation of the torque of the electrical machine during a start event
  • Figure 9 is flow chart illustrating the processes carried out during a start event
  • Figure 10 shows the spectrum of the engine torque for a typical engine
  • Figure 1 1 shows the engine torque and its first harmonic over three engine cycles
  • Figure 12 shows an example of an active damping torque
  • Figure 13 shows an example of an active damping torque with the addition of a negative torque
  • Figure 14 shows a control topology for active torque cancellation in one embodiment
  • Figure 15 shows an embodiment of the stop/start controller
  • Figure 16 shows another embodiment of a vehicle stop/start system. Integrated engine concept
  • Embodiments of the invention relate to a new integrated engine concept with reduced fuel consumption and emissions that can replace existing engines while maintaining existing interfaces.
  • An aim is to maximise the ratio of fuel saving to capital cost and in doing so make the technology economically viable.
  • FIG. 1 shows a cross-section through part of an integrated engine/electrical machine in an embodiment of the invention.
  • the system comprises an internal combustion engine 10 with an integrated electrical machine 12.
  • the integrated engine/machine is connected to the vehicle's driven wheels via a transmission 14 which in this example is an automatic transmission.
  • the engine 10 comprises cylinders 16, a crankshaft 18, and a flywheel housing 20.
  • the electrical machine comprises a rotor 22 which rotates inside a stator 24.
  • the rotor 22 comprises permanent magnets 26, while the stator 24 comprises stator windings 28 and a stator housing 30.
  • the electrical machine 12 is located inside the engine's flywheel housing 20.
  • the stator housing 30 is connected to the flywheel housing 20.
  • the rotor 22 of the electrical machine is directly coupled to the engine crankshaft 18 on one side and to the transmission 14 on the other side, and replaces the engine's flywheel.
  • the electrical machine relies on the engine bearings 32 and the transmission bearings 34 to support its rotating mass.
  • FIG. 2 shows schematically a vehicle stop-start system in an embodiment of the invention.
  • the system comprises engine 10 with integrated electrical machine (motor generator) 12.
  • the electrical machine 12 is connected to a bidirectional AC/DC converter 36.
  • the bidirectional AC/DC converter 36 functions either as an inverter or a rectifier depending on whether the electrical machine is operating as a motor or a generator.
  • the bidirectional AC/DC converter 36 is connected on its DC side to an electrical storage device 38 via a DC link 40.
  • the electrical storage device 38 can provide electrical power to the DC link, or be charged from the DC link.
  • the electrical storage device 38 is a high energy capacitor or set of capacitors.
  • a DC/DC converter 42 is also connected on one side to the DC link 40.
  • the DC/DC converter is connected on the other side to an external battery 44.
  • the external battery is the vehicle's existing battery.
  • the DC/DC converter 42 is bidirectional, and converts between the battery voltage (typically 24V or 12V) and the voltage of the DC link (typically around 300V).
  • the internal combustion engine 10 is controlled by an engine control module 46, which is connected to an external controller 48.
  • a stop/start controller 50 is connected to the engine control module 46, and is used to control the stop/start operation of the engine.
  • the stop/start controller 50 also controls the operation of the bidirectional AC/DC converter 36 and the DC/DC converter 42.
  • a position signal POS is fed from the electrical machine 12 to the stop/start controller 50 for use in the control processes.
  • the electrical machine 12 is operable either as a motor or as a generator. This allows the electrical machine to replace the vehicle's normal alternator and starter motor, and allows stop/start operation of the engine.
  • the electrical storage device 38 is designed to provide the short term, high energy power required to start the engine. Operation of the system shown in Figures 1 and 2 is as follows.
  • the engine 10 is used to drive the vehicle, and the electrical machine 12 functions as a generator powered by the engine. In this mode the electrical machine generates electrical power which is fed to the bidirectional AC/DC converter 36.
  • the bidirectional AC/DC converter functions as a rectifier, and converts the AC output of the electrical machine 12 to DC for supply to the DC link 40. If the electrical storage device 38 is not fully charged, then it is charged from the DC link 40. In addition, the external battery 44 is charged from the DC link 40 via DC/DC converter 42.
  • regenerative braking can be used and this can allow the storage device 38 and/or the battery 44 to be charged using the vehicle's kinetic energy.
  • the stop/start controller 50 checks whether an engine stop event can be initiated. This typically involves checking that the brake pedal is depressed and that the accelerator pedal is not depressed using brake and accelerator signals received from the engine control module 46. The stop/start controller 50 also checks that there is sufficient charge in the storage device 38, and that there is no override signal. If a stop event can be initiated, the stop/start controller 50 signals to the engine control module 46 to cut the engine. In response, the engine control module checks that that conditions are appropriate for stopping the engine (for example, that the engine is warm enough), and, if appropriate, cuts the engine. In this state no fuel is consumed and no emissions produced.
  • the electrical machine 12 When it is detected that the engine is to be started again (for example based on a signal from the accelerator pedal), the electrical machine 12 functions as a motor, and is used to start the engine 10. This is achieved by operating the bidirectional AC/DC converter 36 as an inverter, in order to covert the DC voltage on the DC link 40 to an AC voltage for driving the electrical machine 12.
  • the short term, high power electrical energy required for starting the engine is provided by the electrical storage device 38, rather than the external battery 44. Since only a short term energy supply is required, the electrical storage device can be made from relatively low cost components such as capacitors or super capacitors. However other electrical storage devices capable of producing short term, high power electrical energy, such as batteries or electrical flywheels, could be used instead.
  • the DC/DC converter 42 can be made from smaller, lower cost components than would otherwise be the case. High power DC/DC converters are expensive items and so this can allow significant cost savings to be achieved.
  • the electrical storage device comprises one or more high energy capacitors.
  • an energy of about 700J is required to start the engine, which would require the capacitors to have a total capacitance of about 80-1 OOmF.
  • Capacitors of these values are commercially available at relatively low cost in comparison to battery storage. It will be appreciated that these values may vary depending on, amongst other things, the size of the engine.
  • a further advantage of the above arrangement is that the duty cycle of the storage device 38 can be higher than that of a battery. This can allow a stop/start system to be achieved with a higher stop/start capability than would be possible with conventional batteries. For example, in one embodiment up to 60 stop/start events per hour may be achievable using capacitors as the storage device.
  • the stop/start controller 50 prioritizes charging of the electrical storage device 38, so that the system is ready for the next stop/start event. It has been found that in a practical implementation the electrical storage device can be charged in a few seconds. Once the electrical storage device 38 is sufficiently charged, the external battery 44 can be charged.
  • the electrical storage device 38 when the engine is first started, there may be insufficient charge in the electrical storage device 38 to start the engine. In this case, the electrical storage device 38 is charged from the external battery 44 via the DC/DC converter 42, until there is sufficient charge in the storage device 38 to start the engine. This may require a delay of a few seconds before the engine is first started. However this compromise can allow significantly less expensive components to be used, which can make the overall system more economically viable.
  • the electrical machine is used as part of a vehicle a stop/start system, to start the engine after a stop event.
  • the electrical machine could also be used to provide some boost to the engine, for example during acceleration, in which case the vehicle may function as a mild hybrid.
  • the energy required for the boost may come from the electrical storage device 38 and/or the external battery 44.
  • stop/start system stops the engine when the vehicle is at rest, if desired, the engine may also be stopped while the vehicle is coasting but not at rest.
  • the arrangement shown in Figure 1 can allow an existing engine in a commercial vehicle to be replaced with the integrated engine/machine arrangement, while maintaining existing interfaces. Furthermore, the integrated engine/machine arrangement can connect to the vehicle's existing battery system, with additional energy capacity being provided by the internal storage device 38. Thus this arrangement can provide a low cost solution for retrofitting to an existing vehicle.
  • FIG. 3 shows in more detail parts of the bidirectional AC/DC converter 36.
  • the electrical machine 12 is a three phase machine, although a machine with any number of phases could be used.
  • the bidirectional AC/DC converter 36 is connected on one side to the three phase windings of the electrical machine 12, and on the other side to the DC link 40.
  • the bidirectional AC/DC converter 36 comprises transistors T1 to T6 and diodes D1 to D6.
  • the diodes D1 to D6 operate as a three phase, full wave bridge rectifier to produce a rectified DC output.
  • the rectified output is smoothed by capacitor C1 and fed to the DC link 40.
  • the AC/DC converter 36 can also be operated in active rectifier mode by controlling transistors T1 to T6 to control current (power/energy) flow from electrical machine 12 to DC link 40.
  • the transistors T1 to T6 are controlled such that the converter 36 operates as an inverter. In this mode the converter 36 produces a three phase AC output which is fed to the machine 12 in order to drive it as a motor.
  • the AC output for the first phase is produced by operation of the transistors T1 and T2
  • the AC output for the second phase is produced by operation of the transistors T3 and T4
  • the AC output for the third phase is produced by operation of the transistors T5 and T6.
  • Each pair of transistors operates by switching the voltage on the DC link to the respective output so as to produce the desired waveform at the output.
  • the transistors T1 to T6 are operated under control of a switching control circuit 52.
  • a voltage sensor 54 senses the DC link voltage
  • current sensors 56 sense the output currents of each phase of the AC power output. The sensed voltage and currents are fed back to the switching control circuit 52. This enables the converter 36 to operate as an active rectifier to produce a stable DC link and control the power drawn from the electrical machine 12.
  • a position sensor 58 senses the position of the rotor 22 of the electrical machine 12, and feeds the sensed position to the switching control circuit 52 as well as the stop/start controller 50.
  • the position sensor can be a resolver, or any other type of position sensor for sensing the rotational position of the rotor. The sensed currents are compared to three reference signals representing the desired output frequency and voltage of each phase.
  • the controller 52 then controls the transistors T1 to T6 so that the three AC output signals substantially match the reference signals, in order to produce the required AC output signals for driving the electrical machine.
  • the switching control circuit 52 receives signals from the stop/start controller 50 in order to switch between operation as a rectifier and an inverter, and to control operation in each mode. Stop events
  • FIG. 1 shows schematically the various parts of a four-stroke engine
  • the cycle comprises intake stroke 60, compression stroke 62, combustion stroke 64 and exhaust stroke 66.
  • the highest position of the piston is referred to as top dead centre (TDC) and the lowest position of the piston is referred to as bottom dead centre (BDC).
  • Figure 5 shows torque against crankshaft angle for one cylinder of a typical four stroke engine. As shown in Figure 5, a large pulse of torque is produced once for every two rotations of the crankshaft. This pulse of torque corresponds to the combustion stroke. In addition, a small pulse of negative torque is produced during the compression stroke.
  • the positive and negative pulses of torque produced by the engine may cause the engine to vibrate. This may be particularly noticeable at low engine speeds. In particular, as the engine stops and restarts, the low engine speed may cause a noticeable judder which may transfer to the vehicle body. This may be unpleasant for occupants of the vehicle and may require the vehicle to have mechanical damping or more robust parts than would otherwise be the case.
  • the electrical machine when a stop event is triggered, the electrical machine is used to bring the engine to a stop more quickly than would otherwise be the case. This is achieved by operating the electrical machine as a generator, to produce negative torque (i.e. a braking torque). Furthermore, the engine is brought to a stop as close as possible to its ideal stopping position. In addition, active torque cancellation techniques are applied to reduce vibration during the stop event.
  • Figure 6 illustrates a possible variation of the torque of the electrical machine during a stop event.
  • the engine speed is shown in the dotted line, while the torque produced by the engine is shown in the solid line.
  • the engine torque fluctuates over time due to the compression strokes and subsequent expansion strokes.
  • Figure 7 is flow chart illustrating the processes carried out by the stop/start controller 50 during a stop event in order to control the position of the engine crankshaft.
  • a stop event is triggered. This typically occurs when the stop/start controller 50 determines that the vehicle is at rest, and various other conditions are satisfied, such as the electrical storage device 38 being sufficiently charged.
  • the stop/start controller sends a signal to the engine control module 46 requesting it to stop the engine.
  • the engine control module 46 receives a request to stop the engine, it first checks that the engine is able to be stopped. This may involve checking various parameters such as engine temperature, outside temperature etc. If the engine control module determines that the engine can be stopped, it sends a
  • the engine control module 46 then stops the engine by cutting the fuel and performing any other shut down procedures.
  • step 74 the stop/start controller waits for confirmation of the stop event from the engine control module. If no confirmation is received, or if the engine control module indicates that the engine cannot be stopped, the process is terminated without stopping the engine.
  • step 76 the stop/start controller 50 obtains the position of the electrical machine's rotor 22 from the position sensor 58.
  • step 78 the current rotor position is compared to previous rotor positions to obtain the rotor speed. Since the rotor is directly connected to the engine's crankshaft, the speed and position of the crankshaft 18 can be obtained from those of the rotor 22.
  • step 80 the stop/start controller determines whether the engine has stopped at the start of an inlet stroke, using the calculated position and speed of the engine crankshaft. If the engine has stopped at the start of an inlet stroke, then the process terminates.
  • the stop/start controller determines a torque which is to be applied to the engine via the electrical machine.
  • the torque to be applied is that needed to bring the engine to a stop quickly and smoothly, and in a position which is as close as possible to the ideal stopping position.
  • the torque to be applied may be that shown by the dashed line in Figure 6. This torque can be obtained by accessing a look up table stored in memory to determine the required torque for a given engine speed and crankshaft position.
  • the stop/start controller 50 instructs the switching control circuit 52 to apply the appropriate torque to the engine 10 using the electrical machine 12. Processing then returns to step 76 where a new value of the rotor position is obtained.
  • the torque which is applied is mainly a braking torque.
  • a small positive torque may be applied. For example, if the engine has stopped just short of or just beyond the ideal stopping position, the appropriate positive torque in either a forwards or backwards direction may be applied to bring the engine to its ideal stopping position.
  • the electrical machine 12 can bring the engine to a stop with the engine crankshaft at or close to the ideal position for restart. In practice this will usually mean stopping the engine such that a piston is at the start of an intake stroke, as indicated by line 68 in Figure 4. This can allow the piston to go directly into an intake stroke when the engine is restarted.
  • the engine control module 46 since the engine control module 46 has knowledge of the starting position of the crankshaft, it can determine more quickly the appropriate timings for injection of fuel into the cylinders. This can allow the engine to restart more quickly and more efficiently than would otherwise be the case. Thus this arrangement can help to enhance the stop/start capability of the system.
  • the electrical machine applies a braking torque to the engine to bring it to a stop.
  • the thus generated electrical energy can be used to charge the electrical storage device 38.
  • this arrangement can allow the electrical storage device to have a lower capacity than would otherwise be the case, thereby further reducing costs.
  • active torque cancellation is applied to the engine by the electrical machine as part of the process of bringing the engine up to speed.
  • Figure 8 illustrates a possible variation of the torque of the electrical machine during a start event.
  • the engine speed is shown by the dotted line, while the torque produced by the engine is shown by the solid line.
  • the engine torque fluctuates with time due to cylinder compression strokes and subsequent expansion strokes before the fuel is ignited. After the first few cycles, the fuel is ignited producing combustion strokes. The combustion strokes lead to larger peaks in the engine torque.
  • the positive (turning) torque to be applied by the electrical machine in order to start the engine and cancel out the fluctuations is shown by the dashed line.
  • the electrical machine is used to bring the engine up to a speed of about 600 RPM before the cylinders are fired. During this time, the engine will continue to produce a negative pulse of torque during a compression stroke, followed by a positive pulse of torque during an expansion stroke, as shown in Figure 8.
  • the electrical machine may produce a pulse of negative (braking) torque pulse to at least partially compensate for the positive torque pulse produced by the engine during the combustion stroke.
  • FIG 9 is a flow chart showing the processes carried out by the stop/start controller 50 during a start event.
  • the stop/start controller 50 triggers a start event. This typically occurs when the brake is released or when the accelerator pedal is depressed, or when electrical power is required for example to charge the storage device 38 or the battery 44.
  • the stop/start controller sends a signal to the engine control module 46 to indicate that the engine is to be restarted.
  • the engine control module 46 When the engine control module 46 receives a request to start the engine, it first checks that the engine is able to be started. If the engine control module determines that the engine can be started, it sends a confirmation signal to the stop/start controller 50. The engine control module 46 then begins the process of starting the engine, including determining the appropriate timings for injection of fuel into the cylinders. Since the engine control module 46 has knowledge of the starting position of the crankshaft, it can determine more quickly when fuel should be injected. In addition, the engine control module may use the position signal obtained from the position sensor 58 to determine engine timings.
  • step 90 the stop/start controller checks whether confirmation of the start event has been received from the engine control module. If no confirmation is received, or if the engine control module indicates that the engine cannot be started, the process is terminated without starting the engine.
  • step 92 the stop/start controller 50 obtains the position of the electrical machine's rotor 22 from the position sensor 58.
  • step 94 the current rotor position is compared to previous rotor positions to obtain the rotor speed. Since the rotor is directly connected to the engine's crankshaft, the speed and position of the crankshaft 18 can be obtained from those of the rotor 22.
  • step 96 the stop/start controller determines a torque which is to be applied to the engine via the electrical machine.
  • the torque to be applied is that needed to rotate the engine, while cancelling out as far as possible any vibrations produced by the engine as it is started.
  • the torque to be applied may be that shown by the dotted line in Figure 8. This torque can be obtained by accessing a look up table stored in memory to determine the required torque for a given engine speed and crankshaft position.
  • step 98 the stop/start controller 50 instructs the switching control circuit 52 to apply the appropriate torque to the engine 10 using the electrical machine 12.
  • the bi-directional AC/DC converter 36 acts as an inverter and the electrical machine 12 acts as a motor.
  • the relatively short term, high power electrical energy needed to turn the engine is supplied by the electrical storage device 38.
  • the engine control module 46 performs the processes required to start the engine such as supplying fuel and if necessary starting the ignition.
  • step 100 the stop/start controller 50 determines whether the engine has started. This may be done based on engine speed, or by receiving a signal from the engine control module 46. If the engine has not started, then processing returns to step 92 where a new value of the rotor position is obtained. If the engine has started, then the engine start process terminates, and the engine control module 46 controls the running of the engine in a conventional manner.
  • the electrical machine applies a turning torque to the engine in order to rotate it. This involves the electrical machine operating as a motor, during which time electrical power is supplied by the storage device 38. However, when a combustion stroke is produced by the engine, the electrical machine may act temporarily as a generator in order to absorb the torque of the combustion stroke. During this period the generated electrical energy can be used to charge the electrical storage device 38.
  • the bidirectional AC/DC converter 36 may have a lower rating than would otherwise be needed.
  • the rating of the transistors T1 to T6 depends upon the maximum power which they are required to switch. The maximum power will normally be required when the electrical machine 12 is turning the engine 10 in order to start the engine.
  • the time required to start the engine using the techniques discussed above, it may be possible to use transistors with a lower rating than would otherwise be the case.
  • the duration of a start event it may be possible to operate the transistors temporarily in an overload state when starting the engine.
  • the overload capability of silicon switches may be exploited to allow transistors with a lower rating to be used. This can allow the overall cost of the system to be further reduced.
  • the electrical machine 12 is operated with variable torque in order to provide active damping of vibrations generated by the engine 10.
  • Figure 10 shows the spectrum of the engine torque for a typical engine.
  • the first harmonic is equivalent to a complete engine cycle, and thus has a frequency equal to the engine speed (in rpm) divided by 120.
  • Figure 1 1 shows the engine torque and its first harmonic over three engine cycles.
  • the discontinuous pulses of torque produced by the engine may resonate with the body of the vehicle, producing vibrations. These vibrations may be particularly pronounced in commercial vehicles such as buses and trucks, and at low speeds, and may require the engine to idle at a higher speed than is required by the engine itself. This in turn may lead to higher fuel consumption, more emissions, and more noise.
  • the electrical machine 12 may be driven so as to produce a torque which dampens at least some of the harmonics of the engine torque.
  • Figure 12 shows an example of the active damping torque which is generated by the electrical machine 12.
  • the first harmonic is damped by 33%, the second harmonic by 17% and the third harmonic by 8%.
  • the first harmonic is damped the most, and the amount of damping is reduced with increasing harmonic number. This is because the system inertia acts as a low pass filter for the vibration, so higher harmonics are better damped by the inertia.
  • the electrical machine 12 produces positive torque during one part of the cycle, and negative torque during another part of the cycle.
  • Figure 13 shows an example of an active damping torque with the addition of a small negative torque. This negative torque is used to generate electricity to charge the storage device 38 and/or battery 44.
  • the electrical machine 12 can be driven with a net positive torque.
  • the torque may still vary within an engine cycle in order to dampen the vibrations.
  • the spectrum of the engine torque will vary with engine speed.
  • the frequency of the active damping torque produced by the electrical machine 12 may be varied with engine speed.
  • the shape of the active damping torque waveform may also vary with speed. For example the amount of damping of each harmonic may be varied as the speed of the engine varies. In this way, the appropriate damping is provided at each engine speed.
  • An active torque cancellation (ATC) controller is used to control the machine torque.
  • the ATC controller may be part of the stop/start controller 50, or a separate module.
  • the ATC controller calculates the amount of torque which is required to dampen the vibrations produced by the engine.
  • the torque calculation may be based on, for example, calculation of the engine average torque and measurement of the engine speed.
  • the optimum active vibration torque amplitude and phase shift can be mapped during calibration on a calibration test-rig, and programmed in on a real system as a function of engine speed and average engine torque.
  • An alternative method can be based on a dynamic regulator which can calculate actual active damping torque demand. Such a regulator employs a mathematical model to estimate cancellation torque in real time.
  • the idle speed of the engine may nonetheless be reduced by using active damping, thereby reducing fuel consumption, emissions, and noise.
  • Figure 14 shows the control topology for active torque cancellation in one embodiment.
  • the engine output power is fed to active torque cancellation (ATC) controller 102.
  • ATC controller 102 may be part of the stop/start controller 50 shown in Figure 2, or it may be a separate module.
  • ATC controller 102 calculates the active torque which is to be applied based on engine output power, using the techniques discussed above.
  • the voltage measured by the voltage sensor 54 is compared to a reference voltage V D c in comparator 104.
  • the output of the comparator is fed to proportional integral (PI) controller 106.
  • the output of PI controller 106 is a value TVR, which is the torque required to ensure that the electrical storage device 38 remains fully charged.
  • the value T V R is added to the ATC torque produced by ATC controller 102 in adder 108.
  • the total required torque is then applied to the regulator (switching control circuit) 52.
  • the regulator 52 controls the switches in the bi-directional AC/DC converter 36 such that the electrical machine 12 applies the required torque to the engine 10.
  • Figure 15 shows an embodiment of the stop/start controller 50.
  • the stop/start controller comprises a processor 1 10 with associated memory 1 12.
  • the processor 1 10 is programed to perform the various functions described above, where appropriate using values stored in the memory 1 12.
  • an interface 1 14 is provided for communicating with the engine control module 46
  • an interface 1 16 is provided for communicating with the bi-directional AC/DC converter 36, DC/DC converter 42, and position sensor 58.
  • the stop/start controller could be implemented using analog control circuitry.
  • the stop/start controller 50 performs control of stop/start events based on the following signals:
  • the accelerator signal indicates whether or not the accelerator pedal is
  • the brake signal indicates whether or not the brake pedal is depressed.
  • the vehicle moving signal indicates whether or not the vehicle is moving.
  • the inhibit signal indicates whether stop/start events should be inhibited, for example, because power is required for other purposes. These signals may be provided by the engine control module 46 and/or by sensors in the vehicle, such as sensors on the brake or accelerator pedals.
  • the stop/start controller can be easily integrated with an existing engine control module, without requiring additional signals or sensors. Thus this arrangement can facilitate fitting of the stop/start system to existing engines or vehicles.
  • the OEM controller 48 interfaces with the engine control module 46, while the 24V battery is part of the existing vehicle system.
  • the stop/start functionality is managed partly by the stop/start controller 50 and partly by the ECM 46.
  • the mode of operation consists of an initial "first start” where the DC/DC converter 42 takes energy from the vehicle battery 44 which charges the storage device 38.
  • the DC/DC converter 42 is sized for low power to manage cost. Once the energy storage 38 is charged the engine 10 is able to start by passing energy from the energy storage through the bi-directional AC/DC converter (inverter) 36 to the electrical machine 12. Once in operation the energy for start stop is predominately circulated between the electrical machine 12 and the energy storage 38.
  • FIG. 16 Another embodiment of a vehicle stop/start system is shown in Figure 16.
  • parts corresponding to those of Figure 2 are given the same reference numeral and are not described further.
  • This topology removes the need for energy storage thus removing a cost contributor at the expense of a larger DC/DC converter and system efficiency.
  • engine speed and/or position is obtained from the engine control module 46.
  • an electrical machine is integrated within an internal combustion engine. This can increase the robustness of the system, and allow for direct management of the crankshaft. This can enable the following features:
  • This arrangement can provide a "micro" parallel hybrid that is centred on the engine. This can provide a system that directly replaces existing engines providing a mass market route to the commercialisation of hybrid technologies. This arrangement can also facilitate further electrification such as:
  • the engine can be packaged so as to be as transparent as possible in terms of form for vehicle applications. This can allow the system to be used with various different engine platforms as well as various different vehicle OEM's (original equipment manufacturers).

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  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un système d'arrêt/démarrage pour un véhicule, lequel système comprend un démarreur-générateur électrique (MG, 12) directement accouplé au vilebrequin du moteur à combustion interne (10). Le système d'arrêt/démarrage comprend un dispositif de commande d'arrêt/démarrage (50) agencé de façon à faire varier le couple produit par le démarreur-générateur (MG, 12) pendant un événement de démarrage de façon à compenser au moins partiellement des variations dans le couple produit par le moteur à combustion (10).
PCT/GB2015/051272 2014-05-02 2015-05-01 Véhicule comprenant système de démarrage-arrêt dans lequel le démarreur-générateur est directement accouplé au moteur à combustion interne Ceased WO2015166258A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB1618415.2A GB2540093A (en) 2014-05-02 2015-05-01 Vehicle with a start-stop system wherein the starter-generator is directly coupled to the internal combustion engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1407765.5 2014-05-02
GBGB1407765.5A GB201407765D0 (en) 2014-05-02 2014-05-02 Vehicle stop-start system

Publications (1)

Publication Number Publication Date
WO2015166258A1 true WO2015166258A1 (fr) 2015-11-05

Family

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Family Applications (1)

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PCT/GB2015/051272 Ceased WO2015166258A1 (fr) 2014-05-02 2015-05-01 Véhicule comprenant système de démarrage-arrêt dans lequel le démarreur-générateur est directement accouplé au moteur à combustion interne

Country Status (2)

Country Link
GB (2) GB201407765D0 (fr)
WO (1) WO2015166258A1 (fr)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107150684A (zh) * 2016-03-04 2017-09-12 福特全球技术公司 用于在自起动和自停止期间对车辆配件调整电力的系统和方法
EP3315764A3 (fr) * 2016-09-28 2018-05-30 Yamaha Hatsudoki Kabushiki Kaisha Unité de moteur et véhicule de type à enfourcher
PH12017050057A1 (en) * 2016-09-28 2019-01-28 Yamaha Motor Co Ltd Vehicle
EP3477095A1 (fr) * 2017-10-27 2019-05-01 Hyundai Motor Company Système de ralenti et d'allumage et procédé de commande associé
CN114046208A (zh) * 2021-11-18 2022-02-15 浙江吉利控股集团有限公司 发动机的停机控制方法、装置、车辆及计算机存储介质
EP3790754A4 (fr) * 2018-05-09 2022-02-16 Paccar Inc Systèmes de réduction du bruit pendant l'arrêt d'un moteur
AT524934B1 (de) * 2021-11-30 2022-11-15 Avl List Gmbh Antriebsanordnung für einen Antriebsstrang eines Hybridelektrofahrzeugs
US11524672B2 (en) 2018-09-26 2022-12-13 Elephant Racing, LLC Control techniques for controlling electric hybrid retrofitted vehicles
EP4434790A1 (fr) * 2023-03-24 2024-09-25 Zilinská Univerzita V Ziline Dispositif de commande de moteur électrique en fonction d'un volant d'inertie du moteur à combustion et procédé de commande
EP4613587A4 (fr) * 2024-01-23 2025-10-29 Jing Jin Electric Tech Co Ltd Procédé d'annulation de pulsation de couple moteur et système d'alimentation hybride

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19748665A1 (de) * 1997-11-04 1999-05-06 Isad Electronic Sys Gmbh & Co Vorrichtung zur Schwingungsisolierung und Verfahren zu deren Betreiben
US6177734B1 (en) * 1998-02-27 2001-01-23 Isad Electronic Systems Gmbh & Co. Kg Starter/generator for an internal combustion engine, especially an engine of a motor vehicle
WO2001014944A1 (fr) * 1999-08-19 2001-03-01 Siemens Aktiengesellschaft Procede et dispositif d'amortissement de vibrations torsionnelles d'un moteur a combustion interne
EP1365170A1 (fr) * 2002-05-25 2003-11-26 Bayerische Motoren Werke Aktiengesellschaft Méthode pour réduire les variations de couple dans l'arbre de traction d'un véhicule automobile
EP1829725A2 (fr) * 2006-03-02 2007-09-05 Peugeot Citroen Automobiles SA Agencement d'une machine électrique tournante dans un moteur à combustion interne et véhicule automobile comportant un tel agencement d'un moteur thermique et d'une machine électrique
DE102007047427A1 (de) * 2007-10-04 2009-04-09 Robert Bosch Gmbh Starter-Generator eines Kraftfahrzeuges
WO2010106560A1 (fr) * 2009-03-19 2010-09-23 Alenia Aeronautica S.P.A. Système de démarrage et de génération d'électricité pour un moteur alternatif

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19748665A1 (de) * 1997-11-04 1999-05-06 Isad Electronic Sys Gmbh & Co Vorrichtung zur Schwingungsisolierung und Verfahren zu deren Betreiben
US6177734B1 (en) * 1998-02-27 2001-01-23 Isad Electronic Systems Gmbh & Co. Kg Starter/generator for an internal combustion engine, especially an engine of a motor vehicle
WO2001014944A1 (fr) * 1999-08-19 2001-03-01 Siemens Aktiengesellschaft Procede et dispositif d'amortissement de vibrations torsionnelles d'un moteur a combustion interne
EP1365170A1 (fr) * 2002-05-25 2003-11-26 Bayerische Motoren Werke Aktiengesellschaft Méthode pour réduire les variations de couple dans l'arbre de traction d'un véhicule automobile
EP1829725A2 (fr) * 2006-03-02 2007-09-05 Peugeot Citroen Automobiles SA Agencement d'une machine électrique tournante dans un moteur à combustion interne et véhicule automobile comportant un tel agencement d'un moteur thermique et d'une machine électrique
DE102007047427A1 (de) * 2007-10-04 2009-04-09 Robert Bosch Gmbh Starter-Generator eines Kraftfahrzeuges
WO2010106560A1 (fr) * 2009-03-19 2010-09-23 Alenia Aeronautica S.P.A. Système de démarrage et de génération d'électricité pour un moteur alternatif

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107150684B (zh) * 2016-03-04 2022-01-21 福特全球技术公司 用于在自起动和自停止期间对车辆配件调整电力的系统和方法
CN107150684A (zh) * 2016-03-04 2017-09-12 福特全球技术公司 用于在自起动和自停止期间对车辆配件调整电力的系统和方法
EP3315764A3 (fr) * 2016-09-28 2018-05-30 Yamaha Hatsudoki Kabushiki Kaisha Unité de moteur et véhicule de type à enfourcher
PH12017050057A1 (en) * 2016-09-28 2019-01-28 Yamaha Motor Co Ltd Vehicle
TWI690652B (zh) * 2016-09-28 2020-04-11 日商山葉發動機股份有限公司 跨坐型車輛
EP3477095A1 (fr) * 2017-10-27 2019-05-01 Hyundai Motor Company Système de ralenti et d'allumage et procédé de commande associé
CN109723593A (zh) * 2017-10-27 2019-05-07 现代自动车株式会社 怠速停止和起动系统及其控制方法
CN109723593B (zh) * 2017-10-27 2021-09-28 现代自动车株式会社 怠速停止和起动系统及其控制方法
EP3790754A4 (fr) * 2018-05-09 2022-02-16 Paccar Inc Systèmes de réduction du bruit pendant l'arrêt d'un moteur
US11524672B2 (en) 2018-09-26 2022-12-13 Elephant Racing, LLC Control techniques for controlling electric hybrid retrofitted vehicles
CN114046208A (zh) * 2021-11-18 2022-02-15 浙江吉利控股集团有限公司 发动机的停机控制方法、装置、车辆及计算机存储介质
CN114046208B (zh) * 2021-11-18 2024-03-12 浙江吉利控股集团有限公司 发动机的停机控制方法、装置、车辆及计算机存储介质
AT524934B1 (de) * 2021-11-30 2022-11-15 Avl List Gmbh Antriebsanordnung für einen Antriebsstrang eines Hybridelektrofahrzeugs
AT524934A4 (de) * 2021-11-30 2022-11-15 Avl List Gmbh Antriebsanordnung für einen Antriebsstrang eines Hybridelektrofahrzeugs
EP4434790A1 (fr) * 2023-03-24 2024-09-25 Zilinská Univerzita V Ziline Dispositif de commande de moteur électrique en fonction d'un volant d'inertie du moteur à combustion et procédé de commande
EP4613587A4 (fr) * 2024-01-23 2025-10-29 Jing Jin Electric Tech Co Ltd Procédé d'annulation de pulsation de couple moteur et système d'alimentation hybride

Also Published As

Publication number Publication date
GB2540093A (en) 2017-01-04
GB201407765D0 (en) 2014-06-18
GB201618415D0 (en) 2016-12-14

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