CN117246140A - Controller for controlling energy recovery in a vehicle and method thereof - Google Patents

Controller for controlling energy recovery in a vehicle and method thereof Download PDF

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Publication number
CN117246140A
CN117246140A CN202210648889.9A CN202210648889A CN117246140A CN 117246140 A CN117246140 A CN 117246140A CN 202210648889 A CN202210648889 A CN 202210648889A CN 117246140 A CN117246140 A CN 117246140A
Authority
CN
China
Prior art keywords
recovery
vehicle
controller
throttle
drive motor
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.)
Pending
Application number
CN202210648889.9A
Other languages
Chinese (zh)
Inventor
P·纳贾拉朱
M·Y·D·S·毛拉
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.)
Bosch Automotive Products Suzhou Co Ltd
Original Assignee
Bosch Automotive Products Suzhou Co 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 Bosch Automotive Products Suzhou Co Ltd filed Critical Bosch Automotive Products Suzhou Co Ltd
Priority to CN202210648889.9A priority Critical patent/CN117246140A/en
Priority to DE102023200088.1A priority patent/DE102023200088A1/en
Publication of CN117246140A publication Critical patent/CN117246140A/en
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/038—Limiting the input power, torque or speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/45—Control or actuating devices therefor
    • 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
    • F02D41/0002—Controlling intake air
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/12—Bikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/24—Driver interactions by lever actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/44—Control modes by parameter estimation
    • 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
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/36—Cycles; Motorcycles; Scooters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0605—Throttle position
    • B60W2710/0611—Throttle change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B62K11/02—Frames
    • B62K11/04—Frames characterised by the engine being between front and rear wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K2204/00—Adaptations for driving cycles by electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K23/00—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips
    • B62K23/02—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips hand actuated
    • B62K23/04—Twist grips
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M7/00—Motorcycles characterised by position of motor or engine
    • B62M7/02—Motorcycles characterised by position of motor or engine with engine between front and rear wheels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0404—Throttle position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position

Abstract

A controller for controlling energy recovery in a vehicle and a method thereof. The components equipped with the vehicle (100) include: at least one rotating electrical machine as a drive motor (106) that drives the vehicle (100) and at least one battery (104) to supply electrical energy to/receive energy from the drive motor (106). The controller (110) and the control unit of the component are connected by a Controller Area Network (CAN) (108) bus of the vehicle (100). The controller (110) is configured to receive a throttle position signal from a throttle position sensor (114) and calculate a throttle release gradient. The handle of the vehicle (100) cooperates with a twist grip (102) or accelerator to drive a drive motor (106). The controller (110) is characterized by operating the drive motor (106) in a control mode based on a comparison of the accelerator release gradient to a threshold gradient range.

Description

Controller for controlling energy recovery in a vehicle and method thereof
Technical Field
The present invention relates to a controller for controlling energy recovery in a vehicle and a method thereof.
Background
Electric vehicles have a problem of mileage/range loss due to low recovery efficiency. In particular, these problems relate to energy recovery, i.e. the generation of electrical energy from the kinetic energy of the wheels for storage in batteries and use when required. Energy recovery is extremely inefficient in terms of increasing range/distance using wheel kinetic energy. Sometimes, energy recovery operations are not desirable under certain driving conditions. The prior art relates to complete recovery or no recovery. In some cases, the recovery amount is considered to be determined based on the vehicle speed, the accelerator speed, and the brake position. The recovery amount may be a function of the vehicle speed. The recovered energy is stored in a battery and used for very inefficient traction applications.
Patent document US2003169002 discloses a regenerative braking system for an electric vehicle. The regenerative braking system for an electric vehicle having front and rear wheels includes a drive wheel, an actuating device, a regenerative braking control circuit, and a power electronic circuit. The regenerative braking control circuit comprises a potentiometer infrared sensor, a process sensor and a microprocessor. When the rider commands regenerative braking, the system applies regenerative braking torque to the drive wheels, and the process sensor sends a drive wheel speed signal greater than zero. The invention also relates to a throttle for activating the regenerative braking and reversing features.
Drawings
Embodiments of the present disclosure are described with reference to the following drawings:
FIG. 1 illustrates a block diagram of a controller for controlling energy recovery in a vehicle according to one embodiment of the invention;
FIG. 2 illustrates a method for controlling energy recovery in a vehicle according to the present invention; and
fig. 3 illustrates in detail a flow chart of the method according to the invention.
Detailed Description
FIG. 1 illustrates a schematic diagram of a controller for controlling energy recovery in a vehicle according to one embodiment of the invention. The vehicle 100 is an electric vehicle or a hybrid vehicle with an internal combustion engine. The vehicle 100 is equipped with components including: at least one rotating electric machine as a drive motor 106 that drives the vehicle 100; and at least one battery pack 104 to supply power to the drive motor 106 and to receive power from the drive motor 106. The controller 110 and the various control units of the components are connected by a Controller Area Network (CAN) 108 bus (or other similar network structure) of the vehicle 100. The controller 110 is configured to receive the throttle position signal from the throttle position sensor 114 and to use the throttle position signal to calculate a throttle release gradient. The handle of the vehicle 100 cooperates with the twist grip 102 or accelerator to drive the drive motor 106. Alternatively, accelerator pedal position sensor 114 is for an accelerator pedal of vehicle 100. The controller 110 is characterized by operating the drive motor 106 in a control mode based on a comparison of the accelerator release gradient to a threshold gradient range. The throttle release gradient corresponds to the rate of change of the twist grip 102 or throttle position from a default position, i.e., from a zero position.
In the present invention, the term "throttle" is used for the hybrid vehicle 100 and the electric vehicle 100, and is not to be understood as being limited to an internal combustion engine. The throttle is relative to the twist grip 102.
According to one embodiment of the invention, the throttle release gradient is calculated when the throttle position is below a threshold position. The threshold position may be calibrated based on the requirements and type of the vehicle 100. Alternatively, the throttle release gradient is calculated when a negative torque region is detected based on the throttle position and the speed of the vehicle 100 or the speed of the drive motor 106. The negative torque region is defined in a torque map that corresponds to a range of throttle positions and values of the speed of the vehicle 100 or the drive motor 106. The torque map is pre-stored in the controller 110.
According to the present invention, the controller 110 includes, but is not limited to, a storage element 118 such as Random Access Memory (RAM) and/or Read Only Memory (ROM), an analog-to-digital converter (ADC) and a digital-to-analog converter (DAC), a clock, a timer, and at least one processor (capable of machine learning), which are interconnected and connected to other components by a communication bus channel. The memory element 118 pre-stores the logic relationships or instructions or programs or applications and torque maps, brake torque maps, threshold gradient ranges, reference values and conditions that the processor accesses according to defined routines. The internal composition of the controller 110 should not be interpreted as to the state of the art and they are not to be construed in a limiting manner. The controller 110 may also include a communication unit to communicate with the cloud server in a wireless or wired manner, such as through the Global System for Mobile communications (GSM), 3G, 4G, 5G, wi-Fi, bluetooth, ethernet, serial network, and the like.
According to the present invention, the controller 110 is provided with a torque map for driving the motor 106. The torque map contains torque values for specific operating points that are related to throttle position and speed of the motor or vehicle 100 as parameters. The torque map comprises two regions, specifically a positive torque region and a negative torque region. The positive torque area is used to propel the vehicle 100 forward, while the negative torque area is used for recuperation or electric braking. Based on the operating point within the region, a specific torque is applied. Further, this is a reference map for operating the drive motor 106. Further, once the operating point is determined, and if the throttle position is found to be below the threshold position, the controller 110 decides a factor corresponding to the control mode to be activated and multiplies by the torque value in the torque map.
According to one embodiment of the invention, the controller 110 is at least one of an internal control unit and an external control unit. The internal control unit is at least one of a Vehicle Control Unit (VCU), a Motor Control Unit (MCU), an Engine Control Unit (ECU), and a Battery Control Unit (BCU). The external control unit is connected to the external control unit through a USB interface such as Universal Serial Bus (USB), type-C, bluetooth TM A control unit connected to the controller 110 from the outside by a wired or wireless means such as Wi-Fi. The external control unit may be selected from at least one of a smart phone, a portable computer, a wearable device, a cloud, etc. In one embodiment, the internal control unit controls/operates the drive motor 106. In an alternative embodiment, the external control unit is connected to the internal control unit and controls/operates the drive motor 106. In yet another alternative, the internal control unit and the external control unit share a processing load to control/operate the drive motor 106.
According to the present invention, the controller 110 may be implemented for vehicles 100 including two-wheeled vehicles, tricycles such as automotive vehicles, four-wheeled vehicles such as automobiles, multi-wheeled vehicles, snowmobiles, water sports vehicles, and other vehicles 100 having throttle control based on twist grip 102 or control based on accelerator pedal.
According to one embodiment of the invention, the control mode of the drive motor 106 is selected from the group consisting of no recovery (or coasting/idling), light recovery and heavy recovery. In other words, no recovery corresponds to disabling energy recovery or electric braking, while light recovery and heavy recovery correspond to enabling energy recovery or electric braking with a corresponding control level. When the absolute value of the accelerator release gradient is less than or equal to x, no recovery (or coasting) is selected. When the absolute value of the accelerator release gradient is between x and y is greater than x, a light recovery is selected. And selecting heavy recovery when the absolute value of the accelerator release gradient is greater than or equal to y.
According to one embodiment of the invention, the controller 110 is configured to measure and store the throttle position of the twist grip 102 at regular time intervals, for example every 10ms (milliseconds). The current throttle position is compared to a threshold position. After the comparison, the throttle release gradient is calculated by subtracting the first throttle value from the second throttle value and dividing by the corresponding time, and then the control mode of the drive motor 106 is determined. Details are described later in the method flow chart. Furthermore, the drive motor 106 is understood to be connected to a Motor Control Unit (MCU) having a control circuit employing MOSFET switches for optimal control as known in the art.
According to one embodiment of the invention, the controller 110 is capable of enabling energy recovery based on a throttle release gradient without depressing the brake pedal or lever to release the twist grip 102 (or accelerator pedal). The magnitude of the energy recovery is determined based on the accelerator release gradient. When the throttle release gradient is low (within defined limits), the controller 110 disables energy recovery and allows the vehicle 100 to coast, thereby achieving additional range/range. With the brake pedal/lever depressed, energy recovery is enabled according to vehicle speed (measured using the vehicle speed sensor 112) regardless of the accelerator release gradient, as is known in the art.
According to one embodiment of the invention, the controller 110 is configured to continue the control mode in the same state when the throttle position reaches a position below the threshold position and/or remains at a position below the threshold position. For example, if light override is activated as the control mode below the threshold position, the controller 110 continues light override for the remaining time until the driver/rider continues to maintain the throttle position at the same position. In another example, when the requested throttle request reaches 0% or is continuously at 0%, the previously calculated throttle release gradient is considered or locked, i.e., continues to coast, light or heavy recovery based on the previous state. In yet another example, if the throttle position is changed from 80% to 30% and continues to be at 30%, and if at 30% the torque value is positive in the torque map, positive torque will be applied and not recovered, and if from 80% to 15% and at 15% as negative torque, the previous state condition, i.e., either coasting, light, or heavy braking, will be applied.
According to one embodiment of the invention, when the battery pack 104 is not in a charged state and the thermal limits of the drive system for driving the motor 106 are not exceeded, energy recovery remains enabled but is dissipated within the drive system. In other words, if the battery pack 104 is unable to absorb the recovered energy due to its high battery temperature or fully charged state or other state where the battery pack 104 cannot be charged, the recovered energy is dissipated through the drive system, allowing the vehicle 100 to maintain the recovery function taking into account the thermal limits of the drive system. When the thermal limit of the drive system is breached, the controller 110 disables energy recovery. In the event that the thermal limit of the drive system is reached and the battery pack 104 is unable to harvest the recovered energy, the controller 110 disables recovery and activates a Malfunction Indicator Light (MILs) to the driver. The drive system corresponds to circuitry for driving the drive motor 106, such as MOSFET-based switching circuitry, motor windings, and other circuitry known in the art.
According to one embodiment of the invention, the controller 110 is configured to activate the brake lights of the vehicle 100 when the deceleration exceeds a threshold deceleration during braking of the vehicle 100 by electric braking or energy recovery. Specifically, during heavy and/or light recovery, the controller 110 activates the brake lights of the vehicle 100 when the deceleration exceeds a particular threshold deceleration. This alerts the rear vehicle 100 about a braking situation when the driver is not using any mechanical brakes.
The operation of the controller 110 is explained with examples and the examples should not be construed in a limiting manner, according to one embodiment of the invention. An electric motorcycle is considered as the vehicle 100. The vehicle 100 is driven by a rider on a lane. The rider suddenly releases the twist grip 102, which results in a high throttle release gradient. If the throttle position is also below the threshold position, the high release speed of the twist grip 102 is deemed to be the user's intent to brake. The controller 110 increases the magnitude of the energy recovery, thereby reducing the energy loss due to mechanical braking. Considering that the rider releases the twist grip 102 at a moderate/gentle speed and the throttle position is below the threshold position, the controller 110 considers that the driver intends to slow down the vehicle 100 slightly/slightly without depressing the brake pedal. Thus, the controller 110 reduces the degree/magnitude of energy recovery. In another case, if the rider slowly releases the twist grip 102 and the throttle position is also below the threshold position, the controller 110 disables energy recovery. The available wheel kinetic energy is directly used for taxiing of the vehicle 100 to provide additional range/range.
Fig. 2 illustrates a method for controlling energy recovery in a drive motor of a vehicle according to the invention. The method supplements the controller 110 and includes a number of steps, where step 202 includes receiving a throttle position signal from the throttle position sensor 114. Step 204 includes calculating a throttle release gradient based on the throttle position signal. The method is characterized by comprising a step 206, the step 206 comprising operating the drive motor 106 in a control mode based on a comparison of the accelerator release gradient to a threshold gradient range. The accelerator release gradient is calculated when the accelerator position is lower than the threshold position or when a negative torque region is detected based on the accelerator position and any one selected from the speed of the vehicle 100 and the speed of the drive motor 106. The control mode of the drive motor 106 is one selected from the group consisting of no recovery (or coasting), light recovery, and heavy recovery. When the absolute value of the accelerator release gradient is less than or equal to x, no recovery (or coasting) is selected. When the absolute value of the accelerator release gradient is between x and y, and y is greater than x, a light recovery is selected. Heavy recovery is selected when the absolute value of the accelerator release gradient is greater than or equal to y. The steps of the method are performed by the controller 110.
The method further includes continuing the applied control mode while the throttle position remains below the threshold position. For example, if the throttle release gradient is y and the throttle position is above/greater than the threshold position, the controller 110 operates the drive motor 106 based on the torque map, i.e., the positive torque region, and the control mode is not applied. However, if the throttle gradient is y and the throttle position is below the threshold position, the controller 110 enables and maintains heavy recovery until another throttle release gradient is detected.
The method further includes maintaining energy recovery enabled, but dissipating recovered energy within the drive system, when the battery pack 104 is not in a charged state and the thermal limit of the drive system for driving the motor 106 is not exceeded. This enhances the drivable feel of the vehicle, rather than disabling the recovery itself. Furthermore, the method includes disabling energy recovery when a thermal limit of the drive system is breached.
Fig. 3 illustrates in detail a flow chart of the method according to the invention. A method of controlling the drive motor 106 is illustrated. The method starts at step 302. At step 304, if the brake pedal is depressed (as detected by pedal sensor 116) while the vehicle 100 is traveling on the roadway, the method uses the brake torque map according to step 324 to control/operate the drive motor 106. If the brake pedal is not depressed, step 306 is performed, which includes capturing the value of the throttle position sensor 114 at regular intervals (e.g., every 10 ms). Step 308 includes checking whether the second throttle value is greater than the first throttle value, wherein the first throttle value is measured before (earlier than) the second throttle value. If so, step 326 is performed, which includes applying the desired torque from the torque map to control the drive motor 106. If not, step 310 is performed, which includes checking whether the second throttle value is less than the threshold position. If not, i.e., the second throttle value is greater than the threshold position, step 328 is performed, which includes using the desired torque from the torque map. If yes, i.e., the second throttle value is less than the threshold position, step 312 is performed, which includes calculating a throttle release gradient. The method includes operating the drive motor 106 in a control mode based on a comparison of the accelerator release gradient to a threshold gradient range. According to step 314, if the absolute value of the throttle release gradient is less than x (e.g., x=10%/10 ms), the method includes performing step 318, which step 318 includes disabling energy recovery and allowing the vehicle 100 to coast to increase range. According to step 316, if the throttle release gradient is between x and y (e.g., x=10%/10 ms and y=30%/10 ms), then step 320 is performed, which includes enabling energy recovery with light recovery. If the throttle release gradient is greater than y (e.g., y=30%/10 ms) according to step 316, then step 322 is performed, which includes enabling energy recovery with heavy recovery. If a direct value is taken instead of an absolute value, negative values and corresponding ranges are considered accordingly, without departing from the scope of the invention. Finally, all steps end at step 330.
In accordance with the present invention, the controller 110 and the method include enabling or disabling energy recovery to obtain additional range/distance without affecting the drivability of the vehicle 100. The controller 110 and the method provide selective energy recovery using the throttle release gradient as a primary/main parameter and allow the vehicle 100 to coast when energy recovery is disabled. The present invention provides intelligent energy recovery for the vehicle 100. Intelligent energy recovery can increase the range of the electric vehicle 100. Compared with the traditional recovery technology, the method improves the drivability and the benefit percentage of the driving mileage/range. Furthermore, unintended braking of the vehicle 100 is avoided, but instead a throttle release is used to slow the vehicle 100. All available wheel kinetic energy is used to recharge the battery pack 104 without waste from mechanical braking. When no deceleration or braking is required, no recovery is required even at zero throttle and non-zero vehicle speed. By allowing the vehicle 100 to coast, additional range/range is achieved. The present invention eliminates unexpected braking or energy recovery, thereby eliminating an inefficient way of utilizing energy. This also allows for a more interactive driving experience between the rider/driver and the vehicle 100 and improves ride feel. The present invention minimizes recovery and mechanical braking and increases the range of coasting to increase range.
It should be understood that the embodiments described in the foregoing description are illustrative only and do not limit the scope of the invention. Many such embodiments, as well as other modifications and variations of the embodiments described in the specification, are contemplated. The scope of the invention is limited only by the scope of the claims.

Claims (10)

1. A controller (110) for controlling energy recovery in a vehicle (100), the vehicle (100) comprising a drive motor (106) for driving the vehicle (100), the controller (110) being configured to:
a throttle position signal is received from a throttle position sensor,
calculating a throttle release gradient using the throttle position signal,
characterized in that the controller (110) is further configured to:
the drive motor (106) is operated in a control mode based on a comparison of the accelerator release gradient to a threshold gradient range.
2. The controller (110) of claim 1, wherein the throttle release gradient is calculated when the throttle position is below a threshold position, or when a negative torque region is detected based on the throttle position and any one selected from a speed of the vehicle (100) and a speed of the drive motor (106).
3. The controller (110) of claim 1, wherein the control mode is selected from the group consisting of no recovery (or coasting), light recovery, and heavy recovery, wherein the no recovery is selected when an absolute value of the accelerator release gradient is less than or equal to x; selecting the light recovery when the absolute value of the accelerator release gradient is between x and y, where y is greater than x; the heavy recovery is selected when the absolute value of the accelerator release gradient is greater than or equal to y.
4. The controller (110) of claim 2, wherein the control mode continues in the same state when the throttle position reaches and remains at a position below the threshold position.
5. The controller (110) of claim 1, wherein energy recovery remains enabled but dissipated within the drive system when a battery pack (104) is not in a charged state and a thermal limit of a drive system for the drive motor (106) is not exceeded, wherein the energy recovery is disabled when the thermal limit of the drive system is breached.
6. A method for controlling energy recovery in a vehicle (100), the vehicle (100) comprising a drive motor (106) for driving the vehicle (100), the method comprising the steps of:
receives a throttle position signal from a throttle position sensor (114),
calculating a throttle release gradient based on the throttle position signal,
characterized in that the method further comprises:
the drive motor (106) is operated in a control mode based on a comparison of the accelerator release gradient to a threshold gradient range.
7. The method of claim 6, wherein the throttle release gradient is calculated when the throttle position is below a threshold position, or when a negative torque region is detected based on the throttle position and any one selected from a speed of the vehicle (100) and a speed of the drive motor (106).
8. The method of claim 6, wherein the control mode is one selected from the group consisting of no recovery (or coasting), light recovery, and heavy recovery, wherein the no recovery is selected when an absolute value of the accelerator release gradient is less than or equal to x; selecting the light recovery when the absolute value of the accelerator release gradient is between x and y, where y is greater than x; the heavy recovery is selected when the absolute value of the accelerator release gradient is greater than or equal to y.
9. The method of claim 7, wherein the method comprises: the control mode continues in the same state when the throttle position reaches and remains at a position below the threshold position.
10. The method of claim 6, wherein the method comprises:
when the battery pack (104) is not in a charged state and the thermal limit of the drive system for the drive motor is not exceeded, energy recovery remains enabled but dissipates within the drive system, and
when the thermal limit of the drive system is breached, the energy recovery is disabled.
CN202210648889.9A 2022-06-09 2022-06-09 Controller for controlling energy recovery in a vehicle and method thereof Pending CN117246140A (en)

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DE102023200088.1A DE102023200088A1 (en) 2022-06-09 2023-01-09 CONTROLLER FOR CONTROLLING ENERGY RECOVERY IN A VEHICLE AND METHOD THEREOF

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US6724165B2 (en) 2002-03-11 2004-04-20 Vectrix Corporation Regenerative braking system for an electric vehicle

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