Battery electric hybrid drive for a combine harvester
원문보기
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
B60W-020/00
B60W-010/08
B60W-010/06
A01D-041/12
출원번호
US-0844336
(2013-03-15)
등록번호
US-8897943
(2014-11-25)
발명자
/ 주소
Sheidler, Alan D
Pence, Jacob
Pine, Shannon R
출원인 / 주소
Deere & Company
인용정보
피인용 횟수 :
2인용 특허 :
8
초록▼
A hybrid drive system for a combine includes a control wherein the hybrid system control determines a battery pack state-of-charge of the battery pack, and the hybrid system control also receives the current engine load estimate and engine speed from the engine control. Depending upon these variable
A hybrid drive system for a combine includes a control wherein the hybrid system control determines a battery pack state-of-charge of the battery pack, and the hybrid system control also receives the current engine load estimate and engine speed from the engine control. Depending upon these variables, the hybrid control sends a torque command to a motor/generator control to provide a desired composite speed-torque curve from the engine and the motor/generator. In cases where the battery pack can be charged, an engine fuel curve is set by engine control to provide maximum engine power at isochronous speed, and when the battery pack is fully charged, the engine fuel curve is reduced to be shaped so that battery electric assist is not engaged until engine speed falls.
대표청구항▼
1. A hybrid drive system for a combine, comprising: an engine driving an output;an engine control which produces a current engine load signal and an engine speed signal;a battery pack;a motor and a generator operatively connected to the output arranged to be used alternately, the motor usable to dri
1. A hybrid drive system for a combine, comprising: an engine driving an output;an engine control which produces a current engine load signal and an engine speed signal;a battery pack;a motor and a generator operatively connected to the output arranged to be used alternately, the motor usable to drive the output and the generator usable to be driven by the output;a motor/generator control that is signal-connected to the motor and to the generator to control operation of the motor and generator;a hybrid system control; andwherein the hybrid system control receives a battery pack state-of-charge (SOC) signal from the battery pack, and the hybrid system control also receives the current engine load signal and current engine speed signal from the engine control, and depending upon the SOC signal, the current engine load signal and the current engine speed signal, sends a torque command to the motor/generator control to provide a desired composite speed-torque curve from the engine and the motor;wherein the engine control governs engine speed at a selected isochronous speed. 2. The system according to claim 1, wherein if the SOC signal is below a pre-selected value, an engine fuel curve is set by engine control to provide maximum engine power at isochronous speed, and if the SOC signal is above a pre-selected value, the engine fuel curve is reduced and the motor/generator control does not operate the motor until engine speed falls below a pre-determined value below isochronous speed. 3. The system according to claim 1, wherein: the hybrid system includes a battery pack control that continuously monitors battery current, individual cell voltage, and individual cell temperature, and calculates the battery pack state of charge (SOC), the battery pack control also measures an output DC voltage, and the battery pack control reports the value of SOC, and average cell temperature as a sum of all cell temperatures divided by the number of cells, to the hybrid system control. 4. The system according to claim 1, wherein: the motor/generator control comprises an inverter, the motor/generator control receives a torque command from the hybrid system control, the inverter takes this torque command, and applies the value to a lookup table that specifies a current magnitude and phase angle needed to make the motor or generator produce that torque, the inverter then uses current regulation to generate currents in the motor or generator which then produces the desired torque on the output, depending upon the torque command, the power flow can be either from the battery pack converted to mechanical power in the engine output or the power flow can convert mechanical power from the engine to output electrical power which is then stored in the battery pack, the inverter also interfaces to a position sensor on the motor/generator to calculate speed of the motor or generator. 5. The system according to claim 1, wherein: the motor and generator are coupled to the output via a gearbox and the torque produced by the motor or generator adds or subtracts to that of the engine, and the motor or generator speed has a fixed ratio to speed of the engine. 6. The system according to claim 1, wherein: when the battery pack is charged to a pre-determined SOC, the engine control controls fueling to the engine, the engine control monitors the amount of fuel it is applying and also monitors the engine speed, the fueling is controlled so that the speed is isochronously governed at the isochronous speed with a power bulge, the engine control regulates the speed of the engine until the engine torque reaches a rated condition, after the torque reaches the rated condition, the engine control no longer governs the speed to the isochronous speed, the engine control commands additional torque in proportion to the difference between the current speed and the isochronous speed. 7. The system according to claim 1, wherein the engine control is able to command the motor/generator control to produce a desired torque in the motor or generator via a CAN bus. 8. A hybrid drive system for a combine, comprising: an engine driving an output;an engine control which produces a current engine load signal and an engine speed signal;a battery pack;a motor and a generator operatively connected to the output arranged to be used alternately, the motor usable to drive the output and the generator usable to be driven by the output;a motor/generator control that is signal-connected to the motor and to the generator to control operation of the motor and generator;a hybrid system control; andwherein the hybrid system control receives a battery pack state-of-charge (SOC) signal from the battery pack, and the hybrid system control also receives the current engine load signal and current engine speed signal from the engine control, and depending upon the SOC signal, the current engine load signal and the current engine speed signal, sends a torque command to the motor/generator control to provide a desired composite speed-torque curve from the engine and the motor; wherein the engine control performs the following calculations:the engine control determines if it should be using a first or second power-speed curve for engine speed governing, if the battery pack SOC is less than a first pre-determined value, the engine control uses the first power-speed curve; if the battery pack SOC is greater than the first pre-determined value, the engine control uses the second power-speed curve;the engine control calculates current engine power by multiplying engine output torque and engine speed and a conversion factor;the engine control calculates power needed from the motor by applying the engine speed signal to a first look up table of pre-calculated values to output a power signal;the engine control calculates maximum power than can be used to discharge and charge the battery pack by applying the battery pack SOC signal and average cell temperature signals to a second look up table of values predetermined by test which outputs the maximum allowable discharging and charging current, these currents are then multiplied by a battery pack output voltage to determine the maximum allowable power to be used for discharging and charging;the engine control calculates desired motor or generator power by subtracting the available engine power from the power signal;if the desired motor or generator power exceeds the maximum allowable discharge power or is less than the maximum allowable charge power, the motor or generator power is limited to the maximum allowable discharge power or the maximum allowable charge power. 9. The system according to claim 8, wherein the engine control calculates the amount of power it has available for charging the battery pack by subtracting current engine power and the current power from the motor or generator from the rated power depending on the first or second power-speed curve selected; and the torque command is generated by dividing the command power from the motor or generator by the motor/generator speed as reported by the inverter. 10. The system according to claim 9, wherein when the SOC is below 40% the amount of allowable discharge current is linearly reduced from the value at 40% to 0 Amps at 30% SOC; and when the SOC is above 60% the amount of allowable charge current is linearly reduced from the value at 60% to 0 Amps at 70% SOC. 11. A hybrid drive system for a combine, comprising: an engine driving an output;an engine control which produces a current engine load signal and an engine speed signal;a battery pack;a motor and a generator operatively connected to the output arranged to be used alternately, the motor usable to drive the output and the generator usable to be driven by the output;a motor/generator control that is signal-connected to the motor and to the generator to control operation of the motor and generator;a hybrid system control; andwherein the hybrid system control receives a battery pack state-of-charge (SOC) signal from the battery pack, and the hybrid system control also receives the current engine load signal and current engine speed signal from the engine control, and depending upon the SOC signal, the current engine load signal and the current engine speed signal, sends a torque command to the motor/generator control to provide a desired composite speed-torque curve from the engine and the motor; wherein from 60% to 70% SOC of the battery pack the ability to charge the battery is linearly de-rated to 0% to protect battery life, from 40% to 30% SOC of the battery pack the ability to discharge the battery is linearly de-rated to 0% to protect battery life, between 40% and 60% SOC of the battery pack the battery pack charging and discharging is not de-rated. 12. A hybrid drive system for a combine, comprising: an engine driving an output;an engine control which produces a current engine load signal and an engine speed signal;a battery pack;a motor and a generator operatively connected to the output arranged to be used alternately, the motor usable to drive the output and the generator usable to be driven by the output;a motor/generator control that is signal-connected to the motor and to the generator to control operation of the motor and generator;a hybrid system control; andwherein the hybrid system control receives a battery pack state-of-charge (SOC) signal from the battery pack, and the hybrid system control also receives the current engine load signal and current engine speed signal from the engine control, and depending upon the SOC signal, the current engine load signal and the current engine speed signal, sends a torque command to the motor/generator control to provide a desired composite speed-torque curve from the engine and the motor; wherein the engine control isochronously governs the engine at a desired isochronous speed;the isochronous speed is held until the engine speed reaches rated power; once engine load exceeds rated power the engine control allows a linear droop in speed and corresponding increase in power to a peak power point. 13. A hybrid drive system for a combine, comprising: an engine having a rotary output;an engine control;a battery pack;a three phase inverter and an inverter control;a motor and a generator arranged to be used alternately connected to the rotary output;a hybrid system control, wherein the hybrid system control receives state of charge (SOC) of the battery pack, battery pack voltage, battery pack current, and safe operating current limits to/from the battery pack, and the hybrid system control also receives the current engine load estimate and engine speed from the engine control, and depending upon these variables, a torque command is sent to the inverter control to provide a desired composite speed-torque curve for the engine and the motor wherein the engine control governs the engine at a selected isochronous speed. 14. The system according to claim 13, wherein when the battery pack can be charged, an engine fuel curve is set to provide maximum engine power at isochronous speed, the battery pack is charged and provides a power bulge as needed by a combination of battery pack power and slowly releasing battery charging power as the engine speed droops, when the battery pack is fully charged, the engine fuel curve is reduced so that battery pack power is not engaged until engine speed falls below a pre-determined value less than isochronous speed. 15. The system according to claim 13, wherein: the battery pack continuously monitors battery current, individual cell voltage, and individual cell temperature, from these measurements the battery pack calculates the battery state of charge (SOC), the battery pack also measures the output DC voltage, the battery pack reports the value of its SOC, average cell temperature, and output voltage to the ECU over the CAN bus. 16. The system according to claim 13, wherein: the inverter control receives a torque command over the CAN bus from the ECU, the inverter control takes this torque command and applies the value to a lookup table that specifies the current magnitude and phase angle needed to make the motor or generator to produce that torque, the inverter control then uses current regulation to generate these currents in the motor or generator which then produces the desired torque on the shaft, depending upon the torque command, the power flow can be either from the battery converted to mechanical power to support the engine or the flow can convert mechanical power to electrical which is then stored in the battery. 17. The system according to claim 13, wherein: the motor or generator is connected to the engine from which the torque produced by the motor or generator adds or subtracts to that of the engine, and the motor or generator speed has a fixed ratio to that of the engine. 18. A traction drive for a combine harvester, comprising: an internal combustion engine having a power of less than 560 kW at rated speed and having peak power over 560 kW at a peak power speed less than rated speed;an electric motor;at least one battery, wherein the battery is arranged to drive the electric motor;a control that causes the at least one battery to power the motor, wherein the electric motor couples with the internal combustion engine to provide the traction drive with over 600 kW power at the peak power speed. 19. The traction drive according to claim 18, wherein the internal combustion engine exhausts into an emission control system having an selective catalyst reduction unit and no diesel particulate filter unit and no exhaust gas recirculation unit. 20. The traction drive according to claim 18, wherein the internal combustion engine comprises a 13.5 L displacement engine. 21. A traction drive for a combine harvester, comprising: an internal combustion engine having a power at rated speed of less than 560 kW; an electric motor;at least one battery, wherein the battery is arranged to drive the electric motor;a control that causes the at least one battery to power the motor, wherein the electric motor couples with the internal combustion engine to provide the traction drive with over 560 kW power;wherein the power level of the engine at rated speed is set to about 480 kW;moving down the torque curve to a second speed less than rated speed, the engine power would taper up to about 500 kW and in addition, the electric motor will build power linearly from 0 kW at rated speed to about 40 kW at the second engine speed for a combined power of about 540 kW at the second engine speed; andif overloading occurs above about 540 kW, the engine will build to a peak power of about 560 kW at a third engine speed less than the second engine speed and the electric motor will build to about 50 kW for a combined power of over 600 kW at the third engine speed.
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이 특허에 인용된 특허 (8)
Deppe,Markus, Agricultural machine with energy reservoir for overcoming peak loads.
Sheidler, Alan David; Gilmore, Brian Joseph; DePoorter, Mark Charles; Finamore, Peter; Ziegler, Duane Herbert; Teijido, Joseph Albert, System and method for boosting torque output of a drive train.
Sheidler, Alan David; Gilmore, Brian Joseph; DePoorter, Mark Charles; Finamore, Peter; Ziegler, Duane Herbert; Teijido, Joseph Albert, System and method for boosting torque output of a drive train.
Sheidler,Alan David; Gilmore,Brian Joseph; DePoorter,Mark Charles; Finamore,Peter; Ziegler,Duane Herbert; Teijido,Joseph Albert, System and method for boosting torque output of a drive train.
Sheidler,Alan David; Gilmore,Brian Joseph; DePoorter,Mark Charles; Finamore,Peter; Ziegler,Duane Herbert; Teijido,Joseph Albert, System and method for boosting torque output of a drive train.
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