# US 9,518,530 B2 · Transient-state control method for a hybrid drive system for vehicles

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- Number: US 9,518,530 B2
- Document ID: US9518530B2
- Status: Granted
- Kind: B2
- Application number: 13/672,748
- Filed: 2012-11-09
- Published: 2013-05-23
- Granted: 2016-12-13
- Earliest claimed: 2011-11-17
- Assignees: Ifp Energies Nouvelles
- Applicants: IFP Energies nouvelles
- Inventors: Laurent Thibault; Olivier Grondin; Gilles Corde; Carole Querel; Philippe Moulin
- Web page: https://patentgrep.com/patent/US9518530B2

## CPC

- B60W 20/15: Control strategies specially adapted for achieving a particular effect
- B60W 10/06: including control of combustion engines
- B60W 10/08: including control of electric propulsion units, e.g. motors or generators
- B60W 20/00: Control systems specially adapted for hybrid vehicles {(hybrid vehicle design, B60K6/00; electric vehicles B60L)}
- B60W 20/10: Controlling the power contribution of each of the prime movers to meet required power demand
- B60W 20/16: for reducing engine exhaust emissions
- B60W 30/1882: {characterised by the working point of the engine, e.g. by using engine output chart}
- F02D 41/1462: {with determination means using an estimation}
- F02D 41/1497: {With detection of the mechanical response of the engine}
- F02D 45/00: Electrical control not provided for in groups F02D41/00 - F02D43/00
- B60W 2510/0638: Engine speed
- B60W 2510/0676: Engine temperature
- B60W 2710/0644: Engine speed
- B60W 2710/0666: Engine torque
- B60Y 2400/432: Diesel Engines
- F02D 2250/18: Control of the engine output torque
- F02D 2250/36: Control for minimising NOx emissions
- Y02T 10/40: Engine management systems
- Y02T 10/62: Hybrid vehicles
- Y02T 10/84: Data processing systems or methods, management, administration
- 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
- F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W)
- B60Y: INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION

## Abstract

The invention relates to a method of controlling a hybrid drive system having at least one electric machine and at least one diesel engine. The invention corrects the static torque setpoint Teng,ssp of the diesel engine and is performed in a transient state by constructing a nitrogen oxides (NOx) emission model allowing estimation of the emissions of the diesel engine as a function of torque Teng of the diesel engine; calculating a dynamic NOx emission setpoint NOxsp from the NOx emission model; from the static torque setpoint Teng,ssp determining a dynamic torque setpoint of the diesel engine Tengsp from NOx emission setpoint NOxsp; determining a dynamic torque setpoint of the electric machine Tmotsp as a function of the static torque setpoint Tpwtsp of the drive system and of the dynamic torque setpoint of the diesel engine Tengsp and applying the dynamic torque setpoints to the drive system.

## Claims

### Claim 1

A computer-implemented method of controlling a hybrid drive system including at least one electric machine and at least one diesel engine, wherein a static torque setpoint of the diesel engine is acquired, comprising:
constructing a NOx emission model allowing estimation of the emissions of the diesel engine as a function of a torque of the diesel engine;
calculating a dynamic NOx emission setpoint from the NOx emission model and from the static torque setpoint of the diesel engine, a NOx reduction factor parameter ξ being set, and the NOx emission setpoint NOxsp being calculated as a function of the NOx reduction factor ξ according to the equations:
NO
x
sp
=
NO
x
s
+
Δ
⁢
⁢
NO
x
⁡
(
1
-
ξ
100
)
wherein NOxs is a level of the NOx emissions under static conditions and ΔNOx is the NOx peak amplitude with respect to static conditions and
ΔNOx=NOx−NOxs
wherein NOx is the maximum dynamic peak value and NOxs is the NOx emission level under static conditions;
determining a dynamic torque setpoint of the diesel engine from the NOx emission setpoint;
determining a dynamic torque setpoint of the electric machine as a function of the dynamic torque setpoint of the diesel engine; and
applying the dynamic torque setpoints to the drive system.

### Claim 2 (depends on 1)

A method as claimed in claim 1, wherein:
the nitrogen oxide emission model depends on speed of the diesel engine and on a maximum temperature in an engine cylinder.

### Claim 3 (depends on 1)

A method as claimed in claim 1, wherein:
the diesel engine is equipped with an exhaust gas recirculation system providing burnt gas to an intake manifold, upstream from a cylinder of the diesel engine and NOx emission model depends on a burnt gas fraction in an intake manifold of the diesel engine.

### Claim 4 (depends on 2)

A method as claimed in claim 2, wherein:
the diesel engine is equipped with an exhaust gas recirculation system providing burnt gas to an intake manifold, upstream from a cylinder of the diesel engine and NOx emission model depends on a burnt gas fraction in an intake manifold of the diesel engine.

### Claim 5 (depends on 1)

A method as claimed in claim 1, wherein:
the NOx emissions are modelled by the formula:
NO
x
=
α
1
⁡
(
N
e
α
2
)
α
3
⁢
(
α
4
⁡
(
T
^
cyl
-
α
5
)
)
α
6
⁡
(
1
-
α
7
⁢
F
1
)
with:
α1 to α7 being calibration coefficients of the NOx emission model;
Ne being diesel engine speed;
{circumflex over (T)}cyl being a maximum temperature in an engine cylinder;
F1 being a burnt gas fraction in the intake manifold of a diesel engine equipped with an exhaust gas recirculation circuit and with F1 being zero otherwise; and
NOx is a NOx emissions level.

### Claim 6 (depends on 2)

A method as claimed in claim 2, wherein:
the NOx emissions are modelled by the formula:
NO
x
=
α
1
⁡
(
N
e
α
2
)
α
3
⁢
(
α
4
⁡
(
T
^
cyl
-
α
5
)
)
α
6
⁡
(
1
-
α
7
⁢
F
1
)
with:
α1 to α7 being calibration coefficients of the NOx emission model;
Ne being diesel engine speed;
{circumflex over (T)}cyl being a maximum temperature in an engine cylinder;
F1 being a burnt gas fraction in the intake manifold of a diesel engine equipped with an exhaust gas recirculation circuit and with F1 being zero otherwise; and
NOx is a NOx emissions level.

### Claim 7 (depends on 3)

A method as claimed in claim 3, wherein:
the NOx emissions are modelled by the formula:
NO
x
=
α
1
⁡
(
N
e
α
2
)
α
3
⁢
(
α
4
⁡
(
T
^
cyl
-
α
5
)
)
α
6
⁡
(
1
-
α
7
⁢
F
1
)
with:
α1 to α7 being calibration coefficients of the NOx emission model;
Ne being diesel engine speed;
{circumflex over (T)}cyl being a maximum temperature in an engine cylinder;
F1 being a burnt gas fraction in the intake manifold of a diesel engine equipped with an exhaust gas recirculation circuit and with F1 being zero otherwise; and
NOx is a NOx emissions level.

### Claim 8 (depends on 1)

A method as claimed in claim 1, wherein:
a NOx emission threshold is defined for the diesel engine and the NOx emission setpoint is calculated as a function of the threshold.

### Claim 9 (depends on 1)

A method as claimed in claim 1, wherein:
determination of the dynamic torque setpoint of the diesel engine is obtained by inverting the NOx emission model.

### Claim 10 (depends on 2)

A method as claimed in claim 2, wherein:
determination of the dynamic torque setpoint of the diesel engine is obtained by inverting the NOx emission model.

### Claim 11 (depends on 3)

A method as claimed in claim 3, wherein:
determination of the dynamic torque setpoint of the diesel engine is obtained by inverting the NOx emission model.

### Claim 12 (depends on 5)

A method as claimed in claim 5, wherein:
determination of the dynamic torque setpoint of the diesel engine is obtained by inverting the NOx emission model.

### Claim 13 (depends on 8)

A method as claimed in claim 8, wherein:
determination of the dynamic torque setpoint of the diesel engine is obtained by inverting the NOx emission model.

### Claim 14 (depends on 1)

A method as claimed in claim 1, wherein:
the static torque setpoint of the diesel engine is obtained from a drive system torque setpoint by an energy supervisor.