TW201825329A - A system to control a hybrid vehicle and a method thereof - Google Patents

Abstract

The present invention relates to a control system for a hybrid vehicle and a method thereof. The control system (200) for a hybrid vehicle (100) includes a hybrid control unit (204), a second controller (207), an integrated starter generator unit (203), a traction motor (202), and a power source (201). The control system (200) is capable of controlling and providing power source to the hybrid control unit (204) and the integrated starter generator (203) through the single power source (201). Further, the control system (200) includes a traction motor (202) and said integrated starter generator unit (203) is controlled by the hybrid control unit (204) and the second controller (207) respectively. The single power source (201) saves resources and results in simpler circuitry that is easier to accommodate in the vehicle.

Description

System and method for controlling hybrid vehicle

The subject matter of this case is generally related to hybrid vehicles, and more particularly and non-exclusively relates to a control system and method therefor.

In general, a hybrid vehicle includes an internal combustion (IC) engine and a power motor for providing power to the vehicle. The IC engine mounted on such a hybrid vehicle is like any other conventional IC engine that uses gasoline/fuel. The power motor is powered by a power source on the vehicle. The hybrid vehicle is operated in conjunction with the IC engine, or the power motor, or the IC engine and the power motor. The user can operate the hybrid vehicle in any of three modes, namely an engine mode, an electric mode, and a hybrid mode, as desired. The hybrid mode further includes a hybrid motion mode and a hybrid economy mode. In the hybrid motion mode, the IC engine and the setting of the power motor are operated in combination. In the hybrid economy mode, the IC engine and the power motor are alternately operated. If the user wants more power, the vehicle can be operated in the hybrid sport mode.

Insufficient sources of non-renewable energy have been known to reduce the need for fossil fuel consumption and emissions from vehicles powered by internal combustion engines. One way to achieve the aforementioned goals is through an electrically powered vehicle. However, compared to the conventional vehicle, such a vehicle has a large body weight and a short travel distance per charge due to the technical limitations required to manage the battery and the influence of the weight of the body. . This shortcoming is overcome by a hybrid vehicle that utilizes the advantages of an internal combustion engine and an electric power motor into the vehicle. They provide great potential for reducing vehicle fuel consumption and emissions without significant loss of vehicle performance or drivability.

Typically, a power source and an internal combustion (IC) engine provide power to a hybrid vehicle. The IC engine is started by a battery-powered motor that operates a permanent magnet generator. Another battery system provides power to the power motor responsible for the rotation of the rear wheels, that is, to provide energy. A hybrid control unit controls both the IC engine and the power motor. After the battery is started by the battery, the power motor also generates some power. Furthermore, the power generated by the permanent magnet generator and the power motor can be used to power the battery to directly operate the load. Both the permanent magnet generator and the power motor produce electricity at a higher voltage, i.e., at about 48-60 volts.

Thus, it is apparent that the operating system of a typical hybrid vehicle requires two different motors including a power motor and a moving motor.

The starter motor required to operate the permanent magnet generator can be replaced by an integrated starter generator (ISG) that enables smooth starting of the IC engine. The ISG directly rotates the crankshaft, which produces a smooth start of the IC engine. Therefore, ISG is more desirable in a hybrid vehicle.

The ISG and power motor operate at two different voltage levels. Thus, the easier operation of the ISG and power motor in a hybrid vehicle is achieved by utilizing two different power sources having two different voltage levels.

However, the difficulty involved in two different power supplies is the requirement to use two different power supplies to meet two different voltage levels, and the use of two different motor systems requires a complex circuit. It is a laborious task to accommodate this complex circuit in the space in the vehicle layout. Therefore, there is a need for a control system that solves the above problems and provides a small and simple control system to perform the operations of different systems.

The ISG, power motor and power supply are controlled by a hybrid control unit. The hybrid control unit includes a built-in DC-DC converter. The single hybrid control unit that controls the components including the ISG, the power motor, and the power source suffers from overheating problems. This is due to the different operating conditions of the components operating at different voltage levels and at different currents. Moreover, the hybrid control unit suffers from insufficient dissipation of heat generated in the hybrid control unit due to the operation of the high power electronic switch. For example, in the present example, a high power electronic open relationship comprising two hex bridge power electronic switches for power conversion produces high heat and in order to maintain the heat sink provided by the controller housing The thermal resistance is low and a high cross-sectional area must be maintained.

Furthermore, the hybrid control unit performs switching between the control of the power motor operating at different frequencies and the control of the ISG, respectively. Due to the switching, the interference of electromagnetic noise is emitted. In order to eliminate the interference of the electromagnetic noise, a huge size filter is required. Having these hugely sized filters will make the circuit too bulky and more complex.

Moreover, in the switching between the function of the power motor and the function of the ISG, the enabling and disabling of the power electronic switch is involved, and thus the power electronic switching relationship includes an internal body diode to allow for each time. Unbalanced current flows when the switches are disabled. The flow of such unbalanced currents will affect the function of the switches.

Moreover, the power output produced by the ISG controlled by a single hybrid control unit is very low due to the overlap of undesired harmonics on the desired output.

The aforementioned difficulties involved in using two different power sources in a hybrid vehicle and operating a single hybrid control unit at different voltages are overcome in accordance with the proposed invention.

According to an embodiment of the invention, a control system for a hybrid vehicle includes a single power source.

The power supply is capable of driving both the power motor and an ISG. The power motor is controlled by a hybrid control unit (HCU) and the ISG is controlled by a second controller. A second controller in accordance with another embodiment is an ISG controller, and a DC-DC converter is configured to convert the high output voltage generated by the ISG to a desired low voltage sufficient to drive the vehicle load.

According to an embodiment of the invention, a power supply operating at a preset voltage of, for example, 48V is capable of providing input power to an ISG operating at a lower predetermined voltage, such as 12V, and is capable of being provided to operate For example, the power motor of the preset voltage of 48V. The high voltage is converted by a circuit before being fed into the ISG. The circuit includes two power modules including a hexagonal bridge configuration for driving the power motor and a second hexagonal bridge for driving the ISG. The power modules convert DC input power from the power source into controllable DC output power for driving the power motor, which in this example is a BLDC motor. The DC input side of the first and second power modules includes individual DC link capacitors for filtering, and a current sensing resistor for providing information about the input power to the power motor and ISG. Moreover, the power electronic on-off relationships include one or more internal body diodes for providing a current path during cycling of the current when the switches are disabled. In particular, the power electronic on-off relationships are driven through a particular gate driver integrated circuit. The gate driver integrated circuits are further controlled by inputs provided by a control module.

Furthermore, the control module includes a microcontroller and a corresponding power supply module. In addition, inputs from vehicle operating conditions such as throttle, vehicle speed, engine speed, ignition, braking are fed to the microcontroller 类 with analog and digital inputs.

Furthermore, the operation of the power motor and the ISG is controlled by closed loop parameters that are determined according to the operating conditions of the vehicle. The input of the power motor and ISG is the power fed from the single power source through the controller. The output of the power motor and ISG is mechanical power, which is measured in terms of vehicle speed, wheel force, and engine speed and rotational torque, respectively.

Furthermore, in order to control the ISG machine to achieve the desired current, the input voltage fed to the ISG is controlled by a pulse width modulation switching technique.

Furthermore, the duty cycle of operation of the power electronic switch is controlled by monitoring the output speed of the ISG.

The aforementioned advantages and other advantages of the subject matter are set forth in the following description in conjunction with the drawings.

1 is a left side view of a vehicle 100 depicting an example in accordance with an embodiment of the present subject matter. The depicted vehicle 100 has a cross-over type of frame assembly 105. The cross-over type frame assembly 105 includes a head tube 105A and a main frame 105B. One or more rear tubes 105C extend obliquely rearward from the main tube 105B. Furthermore, one or more front suspensions 110A are coupled to a front wheel 110B, and a handle assembly 110C forms a steering assembly 110. The steering assembly 110 is rotatably coupled through the head tube 105A. An IC engine 115 functions as a primary drive for driving a rear wheel 125. Furthermore, a power motor 120 acts as a primary drive for driving the rear wheel 125. In a preferred embodiment, the power motor 120 is mounted to the rear wheel 125 by a hub. A vehicle battery 170 (not shown) drives the power motor 120. In one embodiment, the IC engine 115 is mounted to a swing arm 130 that is swingably coupled to the main frame 105B using a toggle link. The vehicle 100 is provided with a plurality of main body panels mounted to the frame assembly 105, and the plurality of main body panels include a front panel 135A, a leg shield 135B, a seat under cover 135C, and a Opposite side panel 135C.

A front fender 140 covers at least a portion of the front wheel 110A. A vehicle floor 145 is disposed across the space, the spanning space being disposed behind the handle assembly 110C. A seat assembly 150 is mounted to the main frame 105B. A compartment (not shown) is disposed below the seat assembly 150. A fuel tank (not shown) is disposed below the storage compartment. A rear fender 155 covers at least a portion of the rear wheel 125 and is disposed below the fuel tank. One or more rear suspensions 160 are disposed in the rear portion of the vehicle 100 for comfortable riding. The vehicle 100 includes one or more motor/electronic loads 165 (hereinafter referred to as 'loads') including, for example, a headlight 165A, a taillight 165B, and a transistor controlled ignition (TCI) unit (not shown). ), an alternator (not shown), and a component that moves the motor together (not shown).

2 is a block diagram depicting a control system for a hybrid vehicle, in accordance with an embodiment. In accordance with an embodiment of the present invention, a battery system functioning as a power source 201 supplies two 3 cameras including a power motor 202 and an integrated starter generator (ISG) 203. A hybrid control unit (HCU) 204 controls the operation of the power motor 202 through various inputs received by the HCU 204. The various input systems include a throttle position sensor, an ignition lock, a minute speed input, a mode switch, and a brake.

In accordance with another embodiment of the present invention, power supply 201, preferably operating at 48 volts, is capable of supplying power to a power motor 202 operating at 48 volts and an ISG 203 operating at 12 volts. The ISG 203 produces an output voltage of 12V. The output voltage 12V generated by the ISG 203 is sufficient to operate the load 206 operating at 12V. The output voltage 12V generated by the ISG 203 is transmitted to the loads 206 through a second controller 207. The second controller 207 is preferably an ISG controller and a DC-DC converter. The second controller 207 also controls the operation of the ISG 203. The various loads that are powered by the output of the ISG 203 and controlled by the second controller 207 include an engine speed reader, an ignition lock check, a cluster of equipment, and loads of various vehicles.

In accordance with another embodiment of the present invention, the hybrid control unit 204 is configured to directly operate the loads 206 operating at 12V.

Since a single power source including the battery 201 is configured to power the power motor 202 and the ISG 203 in a hybrid vehicle, a simple and cost effective system is obtained.

3 is a circuit diagram depicting a control system for controlling a hybrid vehicle in different modes of operation. The control system 200 includes a 48V auxiliary single power source 201, such as a battery, a rechargeable energy storage system. Moreover, the control system 200 includes a hybrid control unit 204 that includes an integrated starter generator control module 204b, a power motor control module 204a, and a DC-DC converter 204c. The integrated starter generator control module 204b is configured to control an integrated starter generator 203 that operates at 48V and is capable of producing a 12V output. The 12V output thus generated by the integrated starter generator 203 is used to power one or more DC loads that can operate at 12V. When the mode switch is selected to include a hybrid economy mode and a hybrid mode of operation (depending on the condition selected by the user), the integrated starter generator 203 is integrated by the The generator controller 204b is activated to be switched on. Moreover, the control system 200 includes a power motor 202 that is controlled by the power motor controller 204a. When the user selects the desired mode through the mode switch, especially during the electric mode of the hybrid vehicle and during the hybrid sport mode, the 48V power motor 202 is operated by the 48V single power source. Power on. Moreover, whenever the power motor 202 is disabled during the hybrid economy mode, it is then capable of generating power that can supply the 48V power source. Moreover, the DC-DC converter 204c also facilitates step-down. A very high output produced by the power motor 202 becomes a 12V DC output that can power the load 206 of one or more DC vehicles.

According to an embodiment of the invention, the 48V single power source 201 is capable of powering the load 206 of the one or more 12V DC vehicles.

According to another embodiment of the invention, the DC-DC controller 204c is not part of the hybrid control unit 200.

According to an embodiment of the invention, the DC-DC controller 204c is a built-in part of the second controller 207.

4 is a diagram depicting a method of operation of a hybrid control unit and a second controller powered by a single power source. In accordance with an embodiment of the invention, a single power source including a battery powers the power motor and the integrated starter generator. First, in step 301, the function of the hybrid control unit is activated, and the ignition lock is checked in step 302 for ON/OFF. If the ignition switch is ON, the HCU is switched to the mode switch 303 to switch to any one of three modes of a hybrid vehicle, and the three modes of the hybrid vehicle include an EV mode (electric vehicle) Mode), a hybrid mode, and an engine mode. The hybrid mode further includes a hybrid economy mode and a hybrid sport mode that can be selected by the user based on the conditions provided. Whenever the vehicle is operating in an electric mode as indicated in step 304, the HCU checks whether the throttle position sensor (TPS) is greater than a predetermined value as indicated in step 305. If the TPS reading is greater than 5%, the power motor is turned on by the HCU, which is powered by a single power source as indicated in step 307. As indicated in this step 308, the output of the power motor is used to operate the loads at 12 volts. Moreover, if the mode switch detected in step 304 is not the electric mode, the vehicle is operated in the hybrid mode or the engine mode. If the mode switch is selected for the hybrid mode as indicated in step 306, then the vehicle is operated under the hybrid economy mode as indicated in step 306a, then the TPS is The HCU came to check it. If the TPS reading is greater than 5% as indicated in step 309, then the power motor is powered by a single power source as indicated in step 310 through an HCU. Moreover, if the speed of the vehicle exceeds a predetermined value, such as 25 kmph, as indicated in step 311, the engine is started through the single power source as indicated in step 312, and the operation is performed. The power motor is stopped. Once the engine is running, the power generated by the engine operation is used to power the 12V loads as indicated in step 313.

Again, after the mode open relationship is selected for the hybrid mode as indicated in step 306 and not for the hybrid economy mode, the hybrid motion mode is selected as indicated in step 314. . In the hybrid sport mode, the TPS is checked. If the TPS system is greater than 5%, the second controller activates the ISG and the power motor simultaneously through the single power source as indicated in step 315. Power supply. Moreover, after the generation of power through the ISG and the power motor begins, the power thus generated is used to power the 12V loads as indicated in step 316.

If the mode switch is not selected to be a hybrid mode, the engine mode is selected. Furthermore, the TPS system is often monitored. If the TPS is greater than 5% as indicated in step 317, the engine of the vehicle is activated through the second controller as indicated in step 318 by powering the ISG from the single power source. Furthermore, the power generated by the ISG is capable of operating a 12V load in the vehicle. In this step, both the engine and the power motor are started with a single power source. The resulting power is used to operate the 12V loads as indicated in step 315.

Since a single power source including the battery 201 is configured to power the power motor 202 and the ISG 203 in a hybrid vehicle, a simple and cost effective system is obtained.

Although the subject matter has been described in considerable detail with reference to certain embodiments thereof, other embodiments are possible. It will be appreciated that the features of these embodiments are not necessarily limited to the features described herein.

100‧‧‧Hybrid vehicles

105‧‧‧cross type frame components

105A‧‧‧ head tube

105B‧‧‧main frame

105C‧‧‧After tube

110‧‧‧Control components

110A‧‧‧ front suspension

110B‧‧‧front wheel

110C‧‧‧Handle assembly

115IC‧‧‧ engine

120‧‧‧Power Motor

125‧‧‧ Rear wheel

130‧‧‧ swing arm

135A‧‧‧ front panel

135B‧‧‧ leg shield

135C‧‧‧ Cover under the seat (side panel)

140‧‧‧Front fender

145‧‧‧Car floor

150‧‧‧Seat components

155‧‧‧ Rear fender

160‧‧‧ rear suspension

165‧‧‧Motor/Electronic Load

165A‧‧ headlights

165B‧‧‧ taillights

170‧‧‧Battery

200‧‧‧Control system

201‧‧‧Power supply

202‧‧‧Power motor

203‧‧‧Integrated starter generator unit (ISG)

204‧‧‧Hybrid Control Unit (HCU)

204a‧‧‧Power Motor Control Module

204b‧‧‧Integrated starter generator control module

204c‧‧‧DC-DC Converter

206‧‧‧load

207‧‧‧Second controller

301, 302, 303, 304, 305, 306, 306a, 307, 308, 309, 310, 311, 312, 313, 314, 315, 316, 317, 318, 319 ‧ ‧ steps

A detailed description of one of the control systems and methods of the subject matter is described with reference to the accompanying drawings. The same element symbols are used throughout the drawings to refer to similar features and components. 1 is a left side view depicting a step-through type of vehicle as an example in accordance with an embodiment of the present subject matter. 2 is a block diagram depicting the operation of a hybrid control unit. 3 is a circuit diagram depicting a control system for controlling a hybrid vehicle in different modes of operation. 4 is a diagram depicting a method of operation of an HCU powered by a single power source.

Claims (10)

A hybrid vehicle (100) includes: a control system (200) for controlling the hybrid vehicle (100), the control system (200) including a system for enabling the hybrid vehicle (100) A hybrid control unit (HCU) (204) that switches between different modes of operation, an integrated starter generator (ISG) coupled to an internal combustion engine (115) of the hybrid vehicle (100) (203) a power motor (202) capable of driving the hybrid vehicle (100) independently and in combination with the internal combustion engine (115), and a power source (201), wherein the power motor (202) and the integrated body The starter generator (203) receives power supply from the power source (201), and the power motor (202) is controlled by the hybrid control unit (204), and the integrated starter generator (203) It is controlled by the second controller (207). A hybrid vehicle (100) according to claim 1, wherein the integrated starter generator (203) is configured to independently supply a load (206) of one or more vehicles, the power motor (202) The load (206) of the one or more vehicles can be powered by the second controller (207), and the power motor (202) is capable of charging the power source (201) during power generation of the power motor (202). A hybrid vehicle (100) according to claim 1, wherein the second controller (207) comprises a built-in DC-DC converter (204c). The hybrid vehicle (100) of claim 1, wherein the power source (201) generates a predetermined output voltage, and the predetermined output voltage is fed through a circuit to operate at a lower level. The integrated starter generator (203) at a preset voltage, the circuit comprising at least one hexagonal bridge capable of driving the power motor (202), and a configured to drive the integrated starter generator (203) The second hexagonal bridge. A hybrid vehicle (100) according to claim 2, wherein the power source (201) is capable of supplying a load (206) of the one or more vehicles. A method for controlling a hybrid vehicle, the method comprising the steps of: monitoring (302) an ignition switch state and a throttle position sensor state by a hybrid control unit (204); When the state is ON, the load of the vehicle is started by a second controller (207); if the state of the ignition lock is turned on by a mode switch (303), the HCU (204) is transmitted through the HCU (204). Switching (303) to any one of the three modes of the hybrid vehicle (100); if the EV mode is selected through the HCU (204) and if the TPS system is greater than a predetermined value, switching is turned on a power motor (308); if the TPS system is greater than a predetermined value and if the speed system is greater than a predetermined value, switching to the hybrid mode (306) through the HCU (204); if the EV mode and the mixing The power mode (306) is not detected, and is switched to the engine mode (320) through the second controller (207); and if any of the three modes is selected through the HCU (204) Passing the power source (201) to enable the load (206) of one or more vehicles, the one or more vehicles The load (206) of the vehicle is controlled by the second controller (207). A method for controlling a hybrid vehicle (100) as claimed in claim 6 wherein the hybrid control unit is operated whenever the vehicle is operating in an electric mode as indicated in step (304) (204) Check if the throttle position sensor is greater than a predetermined value as indicated in step (305). A method for controlling a hybrid vehicle (100) according to claim 6 wherein the mode switch is selected for use in a hybrid economy mode as indicated in step (306a). The power control unit (204) checks whether the TPS is greater than 5% as indicated in step (309) to power the power motor (202) by a single power source (201). A method for controlling a hybrid vehicle (100) according to claim 6 wherein if the speed of the vehicle is in the hybrid motion mode as indicated in step (314), a preset exceeding 25 Kmph is exceeded. The power source (201) is configured to provide power to an engine (115) by powering the integrated starter generator (203) and also to enable the power through the second controller (207). Motor (202). A method for controlling a hybrid vehicle (100) according to claim 6 wherein the mode switch (303) is selected if the selected mode is not the electric mode (304) and the non-hybrid mode (306). Switching to an engine mode (320), the second controller (207) monitors the TPS as indicated in step (317), and if the TPS is greater than a predetermined value, only the engine (115) is The integrated starter generator (203) is powered by the power source (201) for starting.