EP3665052A2 - A method of a range enhancing system in electric vehicles - Google Patents

A method of a range enhancing system in electric vehicles

Info

Publication number
EP3665052A2
EP3665052A2 EP18892695.0A EP18892695A EP3665052A2 EP 3665052 A2 EP3665052 A2 EP 3665052A2 EP 18892695 A EP18892695 A EP 18892695A EP 3665052 A2 EP3665052 A2 EP 3665052A2
Authority
EP
European Patent Office
Prior art keywords
speed
control unit
vehicle
value
torque
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.)
Withdrawn
Application number
EP18892695.0A
Other languages
German (de)
French (fr)
Other versions
EP3665052A4 (en
Inventor
Furkan GOKMEN
Mustafa SIMSEK
Duygu CULUM KARANI
Cihangir DERSE
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.)
Tofas Turk Otomobil Fabrikasi AS
Original Assignee
Tofas Turk Otomobil Fabrikasi AS
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 Tofas Turk Otomobil Fabrikasi AS filed Critical Tofas Turk Otomobil Fabrikasi AS
Publication of EP3665052A2 publication Critical patent/EP3665052A2/en
Publication of EP3665052A4 publication Critical patent/EP3665052A4/en
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • 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
    • B60L2240/421—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
    • B60L2240/423—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
    • B60L2250/00—Driver interactions
    • B60L2250/16—Driver interactions by display
    • 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
    • B60L2250/18—Driver interactions by enquiring driving style
    • 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
    • B60L2250/28—Accelerator pedal thresholds
    • 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
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a method of range enhancing control system in electric vehicles.
  • Electric motors give instant torque, providing powerful and balanced acceleration.
  • the driving operation state of the driver is the accelerator opening observed at the time of acceleration, and is equivalent to the torque required of the driving source.
  • the eco range is the range with an upper limit value that is the torque that can perform acceleration to such a degree as not to cause an excessive increase in fuel consumption.
  • United States patent document no. US8224513 an application known in the state of the art, discloses electric vehicles wherein torque can be controlled by shifting gears. Excess transmission output torque is converted into electrical energy that is stored by a battery while achieving the requested torque modulation and providing optimum shift quality.
  • the transmission output torque decreases during the ratio change phase as the engine and transmission components accelerate to the synchronous speed for the lower gear, as shown in Figure 5.
  • the transmission output torque spikes near the completion of the downshift as the engine accelerates.
  • United States patent document no. US8744656 discloses a running control device for an electric vehicle.
  • the system comprises a first calculation unit which calculates a predetermined reference torque required for braking/driving the motor that provides a beneficial effect with regard to power consumption of the electric vehicle; a second calculation unit which calculates interval allocation between a first interval in which the electric vehicle is propelled by braking/driving the motor at the predetermined reference torque and a second interval in which the electric vehicle is coasted without the motor being braked or driven; and a running control unit which performs running control of the electric vehicle by braking/driving.
  • the objective of the present invention is to provide a systematic method in the automotive industry that adjusts the amount of torque specific to the electric motors of the accelerator pedal stroke (spacing) in electric vehicles so that the maximum performance of the vehicle can be changed according to the mode of the driving profile independent of the economic modes.
  • Figure 1. is a schematic view of a range enhancing system in electric vehicles.
  • Figure 2. is a flowchart of a range enhancing method in electric vehicles.
  • Figure 3. is a continuation of the flowchart of a range enhancing method in electric vehicles.
  • Figure 4. is an example torque motor speed graphic with respect to the intervals of depressing the accelerator pedal.
  • Figure 5. is an example graphic of the torque calculation according to the engine speed and pedal depression percentage.
  • a range enhancing system in electric vehicles (1) of the present invention basically comprises
  • At least one pedal sensor (2) which is located on the accelerator pedal (G) to detect the depression opening of the accelerator pedal (G),
  • At least one speed sensor (3) which is located on the vehicle and detects the speed of the vehicle
  • At least one control unit (4) which receives the depression data from the pedal sensor (2) and the speed value from the speed sensor (3) and is adapted to equalize the torque speed of a motor (M) in the vehicle to a predetermined value when the speed value is above a predetermined speed and a button (5) consisting of a first switch (5.1) and a second switch (5.2) provided on the gearshift lever (V) is activated,
  • a communication unit (6) to facilitate communication between the control unit (4) and the motor (M).
  • the control unit (4) checking whether the button (5) provided on the gearshift lever (V) is active or not,
  • the control unit (4) controlling whether the increasing (first switch (5.1)) and decreasing (second switch (5.2)) modes on the button (5) are active,
  • the control unit (4) checking the data received from the speed sensor (3) and if the speed value is above a predetermined value, increasing the vehicle performance mode,
  • the control unit (4) checking the data received from the speed sensor (3) and if the speed value is below a predetermined value, decreasing the vehicle performance mode,
  • the control unit (4) taking the speed section of the vehicle from the maximum torque curve provided in the database and thereby determining the torque corresponding to the concerned speed, 109.
  • the pedal sensor (2) delivering the accelerator pedal (G) depression value to the control unit (4),
  • control unit (4) checking the data received from the speed sensor (3),
  • the control unit (4) dividing the detected speed level to the maximum speed level thereby calculating the economic speed level of the vehicle
  • the control unit (4) taking the speed section of the vehicle from the maximum torque curve provided in the database and thereby determining the torque corresponding to the concerned speed,
  • the pedal sensor (2) delivering the accelerator pedal (G) depression data to the control unit (4),
  • the accelerator pedal (G) depression value is greater than the percentage value allocated for the torque curve, the accelerator pedal (G) calculating the torque from the range allocated for the torque curve and calculating the amount of torque from the maximum torque curve and transmitting the amount of torque to the user,
  • step 116 If the accelerator pedal (G) depression value is smaller than the percentage value allocated for the torque curve, informing the user on the vehicle display units about the torque value computed upon dividing the pedal depression ratio to economic level and multiplying with the maximum torque and returning to step 105.
  • the range enhancing system in the electric vehicles (1) includes a pedal sensor (2) on the accelerator pedal (G) that detects the opening (spacing) of the pedal stroke when the user starts the motor and depresses the accelerator pedal (G). As the vehicle accelerates, i.e. the user increases the pushing force applied on the accelerator pedal (G), a speed sensor (3) provided in the vehicle detects the speed of the vehicle. A control unit (4) provided in the vehicle receives the opening data (i.e.
  • the at least one button (5) provided on the gearshift lever (V) is activated, it is adapted to equalize the torque speed of a motor (M) in the vehicle to a predetermined value.
  • the said button (5) is comprised of a first switch (5.1) (increasing mode) and a second switch (5.1) (decreasing mode).
  • the button provided on the gearshift lever (V) is used a plus - minus button on the gearshift lever.
  • a communication unit (6) facilitates the communication between the control unit (4) and the motor (M).
  • gearshift lever (V) In internal combustion engine vehicles the gearshift lever (V) is used for shifting gears. Whereas in electric vehicles, the concept of gearshift is not present since a single gear is common. Therefore, by means of the said button (5) on the gearshift lever (V), driving profiles are offered to the user in accordance with her/his desires.
  • the pedal sensor (2) detects that the accelerator pedal (G) depression opening and delivers the pedal sensor (2) data to the control unit (4) (101).
  • the control unit (4) checks whether the button (5) provided on the gearshift lever (V) is active or not (102). There are provided driving modes on the button (5) provided on the said gearshift lever (V). For example, economic driving, performance driving. Vehicle driving performance is determined by means of a plus button (first switch (5.1)) and a minus button (second switch (5.2)) provided on the button (5). If the button (5) located on the gearshift lever (V) is active, the control unit (4) checks the data coming from the speed sensor (3). If the data coming from the speed sensor (3) is below a predetermined value, the control unit (4) switches the vehicle performance mode to a low mode (103).
  • the control unit (4) checks whether the increasing and decreasing (first switch (5.1)) and (second switch (5.2))) modes on the button (5) are active (104).
  • the control unit (4) checks the data received from the speed sensor (3), and if the speed value is above a predetermined value, increases the vehicle performance mode (105). If the vehicle performance mode is at maximum level, it proceeds at the same mode.
  • the control unit (4) checks the data received from the speed sensor (3), and if the speed value is below a predetermined value, decreases the vehicle performance mode (106). If the vehicle performance mode is at minimum level, it proceeds at the same mode. As long as the user desires to use the increasing (first switch (5.1)) and decreasing (second switch (5.2)) modes, the control unit (4) checks whether the plus and minus buttons on the button (5) are active.
  • the motor (M) speed value is delivered to the control unit (4) (107).
  • the control unit (4) takes the speed section of the vehicle from the maximum torque curve provided in the database and thereby determines the torque corresponding to the concerned speed (108).
  • the said maximum torque curve is produced upon scaling of the amount of torque given depending on the “maximum” and“continuous” torque curves specific to the electric motors (M)
  • the maximum torque curve is a graphic showing the maximum torque that an electric motor (M) can achieve and it is recorded in the database.
  • the continuous torque curve shows the torque that the motor (M) can provide for a long time without encountering any problems.
  • the control unit (4) takes a section related to the speed of the vehicle from the said graphic and calculates the maximum torque (MT) corresponding to the concerned speed.
  • the said value is the maximum torque that will be provided in the event of one hundred percent depression of the accelerator pedal (G).
  • the amount of accelerator pedal (G) depression (%P) is checked and the accelerator pedal (G) depression data is delivered to the control unit (4) by the pedal sensor (2) (109).
  • the control unit (4) checks the data coming from the speed sensor (3) (111).
  • the said mode is the economic mode (ECO) determined in the vehicle, and the control unit (4) divides the speed level detected in advance to the maximum speed level thereby calculating the economic speed level of the vehicle (112). For example, let us assume that N level is ECO mode in the vehicle.
  • the said calculation is performed upon having the control unit (4) take the speed section of the vehicle from the maximum torque curve provided in the database and thereby determine the torque corresponding to the concerned speed (113).
  • the pedal sensor (2) delivers the accelerator pedal depression data to the control unit (4)
  • the control unit (4) checks how much the accelerator pedal (G) is depressed (114).
  • the torque coming from the maximum torque (MT) curve is calculated according to how much the accelerator pedal (G) ratio is above the stroke allocated for the continuous torque curve.
  • the accelerator pedal (G) calculates the amount of torque from the maximum torque curve and transmits the amount of torque to the user (115).
  • ST is the value of the continuous torque curve at the current motor (M) speed (V) (116).
  • the current speed of the vehicle motor (M) is 5800 rpm; if the vehicle torque is determined only according to the continuous torque curve ( Figure 5), it provides 50 Nm torque to the vehicle when the accelerator pedal (G) is depressed 100% and 25 Nm torque when it is depressed 50%; and if the vehicle torque is determined only according to the maximum torque curve, it provides 85 Nm torque to the vehicle when the accelerator pedal (G) is depressed 100% and 42.5 Nm torque when it is depressed 50%.
  • the objective is to ensure economic driving by using both of the curves in torque control and to prevent any performance loss in the maximum torque that the motor (M) can produce.
  • the concerned torque gives an audio or visual warning in the vehicle’s display panel.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The inventive method of a range enhancing system in electric vehicles enables driving to be more economical and to enhance the range by using different driving modes in electric vehicles and thereby changing the driving dynamics without influencing the total performance of the vehicle. To this end, the plus and minus buttons on the gearshift lever (V) are used for setting the driving profiles and obtaining the maximum torque that the electric motor can achieve.

Description

A METHOD OF A RANGE ENHANCING SYSTEM IN ELECTRIC
VEHICLES Field of the Invention
The present invention relates to a method of range enhancing control system in electric vehicles. Background of the Invention
Today, electric vehicles are manufactured with the purpose of reducing fuel consumption and thereby reducing urban pollution and carbon emission. The said electric vehicles run on electric energy and consume the electric power that they acquire from the batteries and other energy storing devices by using one or more electric motor(s). Electric motors give instant torque, providing powerful and balanced acceleration.
In the state of the art applications, most of the internal combustion engine vehicles are assessed to have an unlimited ranee and their fuel tanks are filled in a very short period of time at petrol stations which are very common. Electric vehicles have a shorter range with a single charge and the charging time may take a long time. However, one of the most important problems of electric vehicles is the range problem. Although the batteries are the most important factor in determining the range of the electric vehicles, the way these vehicles are driven can also have a significant effect on the range. The drivers may have very different driving profiles, and the performance each driver expects from the vehicle is also different. Increasing the driving performance in an electric vehicle also means reducing the range.
Applications known in the stale of the art include applications in which the amount of recycled braking in the vehicle can be adjusted by the driver and which allow the driver to achieve higher energy recovery. In the said applications, the driver increases or decreases the amount of recycled braking by pressing the keys in the gearshift lever. United States patent document no. US8655527, an application known in state of the art, discloses a display unit in electric vehicles which displays on a display the vehicle power indication status quantity obtained by dividing the torque required for driving a hybrid vehicle by the upper limit value of the torque that does not excessively increase the fuel consumption and enables torque control. An eco zone of the vehicle power indication status quantity display unit is the zone that is determined by the upper limit value and the lower limit value of the eco zone that indicates the motor is being effectively used to drive the vehicle. Here, the driving operation state of the driver is the accelerator opening observed at the time of acceleration, and is equivalent to the torque required of the driving source. The eco range is the range with an upper limit value that is the torque that can perform acceleration to such a degree as not to cause an excessive increase in fuel consumption.
United States patent document no. US8224513, an application known in the state of the art, discloses electric vehicles wherein torque can be controlled by shifting gears. Excess transmission output torque is converted into electrical energy that is stored by a battery while achieving the requested torque modulation and providing optimum shift quality. In the case of a downshift, the transmission output torque decreases during the ratio change phase as the engine and transmission components accelerate to the synchronous speed for the lower gear, as shown in Figure 5. As shown during the torque transfer phase, the transmission output torque spikes near the completion of the downshift as the engine accelerates.
United States patent document no. US8744656, an application in the state of the art, discloses a running control device for an electric vehicle. The system comprises a first calculation unit which calculates a predetermined reference torque required for braking/driving the motor that provides a beneficial effect with regard to power consumption of the electric vehicle; a second calculation unit which calculates interval allocation between a first interval in which the electric vehicle is propelled by braking/driving the motor at the predetermined reference torque and a second interval in which the electric vehicle is coasted without the motor being braked or driven; and a running control unit which performs running control of the electric vehicle by braking/driving.
Problems Solved by the Invention
The objective of the present invention is to provide a systematic method in the automotive industry that adjusts the amount of torque specific to the electric motors of the accelerator pedal stroke (spacing) in electric vehicles so that the maximum performance of the vehicle can be changed according to the mode of the driving profile independent of the economic modes.
Detailed Description of the Invention
A systematic method for enhancing range in electric vehicles developed to fulfill the objective of the present invention is illustrated in the accompanying figures, in which
Figure 1. is a schematic view of a range enhancing system in electric vehicles. Figure 2. is a flowchart of a range enhancing method in electric vehicles. Figure 3. is a continuation of the flowchart of a range enhancing method in electric vehicles.
Figure 4. is an example torque motor speed graphic with respect to the intervals of depressing the accelerator pedal.
Figure 5. is an example graphic of the torque calculation according to the engine speed and pedal depression percentage.
The components shown in the figures are given reference numbers as follows: 1. A range enhancing system in electric vehicles
2. Pedal sensor
3. Speed sensor
4. Control unit
5. Button
5.1 First switch
5.2 Second switch
6. Communication Unit
M. Motor
V. Gearshift lever
G. Accelerator pedal
A range enhancing system in electric vehicles (1) of the present invention basically comprises
at least one pedal sensor (2) which is located on the accelerator pedal (G) to detect the depression opening of the accelerator pedal (G),
at least one speed sensor (3) which is located on the vehicle and detects the speed of the vehicle,
at least one control unit (4) which receives the depression data from the pedal sensor (2) and the speed value from the speed sensor (3) and is adapted to equalize the torque speed of a motor (M) in the vehicle to a predetermined value when the speed value is above a predetermined speed and a button (5) consisting of a first switch (5.1) and a second switch (5.2) provided on the gearshift lever (V) is activated,
a communication unit (6) to facilitate communication between the control unit (4) and the motor (M).
100. A range enhancing method in electric vehicles
101. When the ignition key in the electric vehicles is turned on and the accelerator pedal (G) is depressed, the pedal sensor (2) detecting that the accelerator pedal (G) is depressed and delivering the pedal sensor (2) data to the control unit (4),
102. The control unit (4) checking whether the button (5) provided on the gearshift lever (V) is active or not,
103. If the button (5) provided on the gearshift lever (V) is active, comparing the speed data received from the speed sensor (3) with a predetermined value and if it is below the said value, the control unit (4) switching the vehicle to the predetermined lowest performance mode,
104. The control unit (4) controlling whether the increasing (first switch (5.1)) and decreasing (second switch (5.2)) modes on the button (5) are active,
105. If the user presses the increasing mode (first switch (5.1)) on the button (5), the control unit (4) checking the data received from the speed sensor (3) and if the speed value is above a predetermined value, increasing the vehicle performance mode,
106. If the user presses the decreasing mode (second switch (5.2)) on the button (5), the control unit (4) checking the data received from the speed sensor (3) and if the speed value is below a predetermined value, decreasing the vehicle performance mode,
107. If the user presses the performance mode provided on the button (5), delivering the motor (M) speed value to the control unit (4),
108. The control unit (4) taking the speed section of the vehicle from the maximum torque curve provided in the database and thereby determining the torque corresponding to the concerned speed, 109. The pedal sensor (2) delivering the accelerator pedal (G) depression value to the control unit (4),
110. Displaying the torque resulting from multiplication of the maximum torque with the accelerator pedal (G) depression value on the vehicle display unit for the user and returning to step 107,
111. If the user has not switched the vehicle to performance mode, the control unit (4) checking the data received from the speed sensor (3),
112. The control unit (4) dividing the detected speed level to the maximum speed level thereby calculating the economic speed level of the vehicle,
113. The control unit (4) taking the speed section of the vehicle from the maximum torque curve provided in the database and thereby determining the torque corresponding to the concerned speed,
114. The pedal sensor (2) delivering the accelerator pedal (G) depression data to the control unit (4),
115. If the accelerator pedal (G) depression value is greater than the percentage value allocated for the torque curve, the accelerator pedal (G) calculating the torque from the range allocated for the torque curve and calculating the amount of torque from the maximum torque curve and transmitting the amount of torque to the user,
116. If the accelerator pedal (G) depression value is smaller than the percentage value allocated for the torque curve, informing the user on the vehicle display units about the torque value computed upon dividing the pedal depression ratio to economic level and multiplying with the maximum torque and returning to step 105.
The range enhancing system in the electric vehicles (1) includes a pedal sensor (2) on the accelerator pedal (G) that detects the opening (spacing) of the pedal stroke when the user starts the motor and depresses the accelerator pedal (G). As the vehicle accelerates, i.e. the user increases the pushing force applied on the accelerator pedal (G), a speed sensor (3) provided in the vehicle detects the speed of the vehicle. A control unit (4) provided in the vehicle receives the opening data (i.e. accelerator pedal (G) depression value) from the pedal sensor (2) and the speed value from the speed sensor (3) and compares it with a predetermined speed value, and if the speed value is above a predetermined speed value, when the at least one button (5) provided on the gearshift lever (V) is activated, it is adapted to equalize the torque speed of a motor (M) in the vehicle to a predetermined value. The said button (5) is comprised of a first switch (5.1) (increasing mode) and a second switch (5.1) (decreasing mode). The button provided on the gearshift lever (V) is used a plus - minus button on the gearshift lever. A communication unit (6) facilitates the communication between the control unit (4) and the motor (M).
In internal combustion engine vehicles the gearshift lever (V) is used for shifting gears. Whereas in electric vehicles, the concept of gearshift is not present since a single gear is common. Therefore, by means of the said button (5) on the gearshift lever (V), driving profiles are offered to the user in accordance with her/his desires.
In the inventive method for range enhancing in electric vehicles (100), when the ignition key in the electric vehicles is turned on and the accelerator pedal (G) is depressed by the user, the pedal sensor (2) detects that the accelerator pedal (G) depression opening and delivers the pedal sensor (2) data to the control unit (4) (101).
The control unit (4) checks whether the button (5) provided on the gearshift lever (V) is active or not (102). There are provided driving modes on the button (5) provided on the said gearshift lever (V). For example, economic driving, performance driving. Vehicle driving performance is determined by means of a plus button (first switch (5.1)) and a minus button (second switch (5.2)) provided on the button (5). If the button (5) located on the gearshift lever (V) is active, the control unit (4) checks the data coming from the speed sensor (3). If the data coming from the speed sensor (3) is below a predetermined value, the control unit (4) switches the vehicle performance mode to a low mode (103).
The control unit (4) checks whether the increasing and decreasing (first switch (5.1)) and (second switch (5.2))) modes on the button (5) are active (104).
If the user presses the increasing mode (first switch (5.1)) on the button (5), the control unit (4) checks the data received from the speed sensor (3), and if the speed value is above a predetermined value, increases the vehicle performance mode (105). If the vehicle performance mode is at maximum level, it proceeds at the same mode.
If the user presses the decreasing mode (second switch (5.2)) on the button (5), the control unit (4) checks the data received from the speed sensor (3), and if the speed value is below a predetermined value, decreases the vehicle performance mode (106). If the vehicle performance mode is at minimum level, it proceeds at the same mode. As long as the user desires to use the increasing (first switch (5.1)) and decreasing (second switch (5.2)) modes, the control unit (4) checks whether the plus and minus buttons on the button (5) are active.
If the user presses the performance mode provided on the button (5), the motor (M) speed value is delivered to the control unit (4) (107).
The control unit (4) takes the speed section of the vehicle from the maximum torque curve provided in the database and thereby determines the torque corresponding to the concerned speed (108). The said maximum torque curve is produced upon scaling of the amount of torque given depending on the “maximum” and“continuous” torque curves specific to the electric motors (M) The maximum torque curve is a graphic showing the maximum torque that an electric motor (M) can achieve and it is recorded in the database.
The continuous torque curve shows the torque that the motor (M) can provide for a long time without encountering any problems. The control unit (4) takes a section related to the speed of the vehicle from the said graphic and calculates the maximum torque (MT) corresponding to the concerned speed. The said value is the maximum torque that will be provided in the event of one hundred percent depression of the accelerator pedal (G). The amount of accelerator pedal (G) depression (%P) is checked and the accelerator pedal (G) depression data is delivered to the control unit (4) by the pedal sensor (2) (109).
The control unit (4) displays the torque (T=M x (P/100) resulting from multiplication of the maximum torque (MT) with the accelerator pedal (G) depression value on the vehicle display unit for the user and then checks whether the user pressed the performance mode provided on the button (110).
If the user has not switched the vehicle to performance mode, i.e. the user desires to drive the vehicle in economic mode, the control unit (4) checks the data coming from the speed sensor (3) (111). The said mode is the economic mode (ECO) determined in the vehicle, and the control unit (4) divides the speed level detected in advance to the maximum speed level thereby calculating the economic speed level of the vehicle (112). For example, let us assume that N level is ECO mode in the vehicle. The said calculation is performed upon having the control unit (4) take the speed section of the vehicle from the maximum torque curve provided in the database and thereby determine the torque corresponding to the concerned speed (113). When the pedal sensor (2) delivers the accelerator pedal depression data to the control unit (4), the control unit (4) checks how much the accelerator pedal (G) is depressed (114). Provided that ECO mode (E) is selected in the vehicle at that moment and the driver accelerator pedal (G) depression ratio is (P/100); if the accelerator pedal (G) depression ratio is (P/100) is greater than the ECO mode ratio (R=E/N), the value of the continuous torque curve in the current motor (M) speed (V) is Tl- =ST. The torque coming from the maximum torque (MT) curve is calculated according to how much the accelerator pedal (G) ratio is above the stroke allocated for the continuous torque curve. The accelerator pedal (G) calculates the amount of torque from the maximum torque curve and transmits the amount of torque to the user (115).
Provided that ECO mode (E) is selected in the vehicle at that moment and the driver accelerator pedal (G) depression ratio is (P/100); if the accelerator pedal (G) depression ratio is (P/100) is smaller than or equal to the ECO mode ratio (R- =E/N), the output torque is set to T=ST x ((P/l00)/R). Here (ST) is the value of the continuous torque curve at the current motor (M) speed (V) (116). Thus, the control unit carries out these calculations until the vehicle gets out of the performance mode and carries out the required calculations according to the maximum and continuous torque curves in the database.
In the classical driving methods, for example, provided that the current speed of the vehicle motor (M) is 5800 rpm; if the vehicle torque is determined only according to the continuous torque curve (Figure 5), it provides 50 Nm torque to the vehicle when the accelerator pedal (G) is depressed 100% and 25 Nm torque when it is depressed 50%; and if the vehicle torque is determined only according to the maximum torque curve, it provides 85 Nm torque to the vehicle when the accelerator pedal (G) is depressed 100% and 42.5 Nm torque when it is depressed 50%. In the present invention, the objective is to ensure economic driving by using both of the curves in torque control and to prevent any performance loss in the maximum torque that the motor (M) can produce.
In one embodiment of the invention, the concerned torque gives an audio or visual warning in the vehicle’s display panel.

Claims

A system of range enhancing in electric vehicles (1) characterized by
at least one pedal sensor (2) which is located on the accelerator pedal (G) to detect the depression opening of the accelerator pedal (G),
at least one speed sensor (3) which is located on the vehicle and detects the speed of the vehicle,
at least one control unit (4) which receives the depression data from the pedal sensor (2) and the speed value from the speed sensor (3) and is adapted to equalize the torque speed of a motor (M) in the vehicle to a predetermined value when the speed value is above a predetermined speed and a button (5) consisting of a first switch (5.1) and a second switch (5.2) provided on the gearshift lever (V) is activated,
a communication unit (6) to facilitate communication between the control unit (4) and the motor (M).
2. A method of range enhancing in electric vehicles (100) comprising the steps of
- When the ignition key in the electric vehicles is turned on and the accelerator pedal (G) is depressed, the pedal sensor (2) detecting that the accelerator pedal (G) is depressed and delivering the pedal sensor (2) data to the control unit (4) (101),
- The control unit (4) checking whether the button (5) provided on the gearshift lever (V) is active or not (102),
- If the button (5) provided on the gearshift lever (V) is active, comparing the speed data received from the speed sensor (3) with a predetermined value and if it is below the said value, the control unit (4) switching the vehicle to the predetermined lowest performance mode (103),
- The control unit (4) controlling whether the increasing (first switch (5.1)) and decreasing (second switch (5.2)) modes on the button (5) are active (104),
- If the user presses the increasing mode (first switch (5.1)) on the button (5), the control unit (4) checking the data received from the speed sensor (3) and if the speed value is above a predetermined value, increasing the vehicle performance mode (105),
- If the user presses the decreasing mode (second switch (5.2)) on the button (5), the control unit (4) checking the data received from the speed sensor (3) and if the speed value is below a predetermined value, decreasing the vehicle performance mode, and returning to the step“The control unit (4) controlling whether the increasing (first switch (5.1)) and decreasing (second switch (5.2)) modes on the button (5) are active (104)” (106),
- If the user presses the performance mode provided on the button (5), delivering the motor (M) speed value to the control unit (4) (107),
- The control unit (4) taking the speed section of the vehicle from the maximum torque curve provided in the database and thereby determining the torque corresponding to the concerned speed (108),
- The pedal sensor (2) delivering the accelerator pedal (G) depression value to the control unit (4) (109),
- Displaying the torque resulting from multiplication of the maximum torque with the accelerator pedal (G) depression value on the vehicle display unit for the user and returning to the step“If the user presses the performance mode provided on the button (5), delivering the motor (M) speed value to the control unit (4) (107)” (110),
- If the user has not switched the vehicle to performance mode, the control unit (4) checking the data received from the speed sensor (3) (111),
- The control unit (4) dividing the detected speed level to the maximum speed level thereby calculating the economic speed level of the vehicle (112),
- The control unit (4) taking the speed section of the vehicle from the maximum torque curve provided in the database and thereby determining the torque corresponding to the concerned speed (113),
- The pedal sensor (2) delivering the accelerator pedal (G) depression data to the control unit (4) (114),
- If the accelerator pedal (G) depression value is greater than the percentage value allocated for the torque curve, the accelerator pedal (G) calculating the torque from the range allocated for the torque curve and calculating the amount of torque from the maximum torque curve and transmitting the amount of torque to the user
(115),
- If the accelerator pedal (G) depression value is smaller than the percentage value allocated for the torque curve, informing the user on the vehicle display units about the torque value computed upon dividing the pedal depression ratio to economic level and multiplying with the maximum torque, and returning to the step“If the user presses the increasing mode (first switch (5.1)) on the button (5), the control unit (4) checking the data received from the speed sensor (3) and if the speed value is above a predetermined value, increasing the vehicle performance mode (105)” (116).
EP18892695.0A 2017-08-07 2018-07-30 A method of a range enhancing system in electric vehicles Withdrawn EP3665052A4 (en)

Applications Claiming Priority (2)

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TR2017/11580A TR201711580A2 (en) 2017-08-07 2017-08-07 A RANGE INCREASING SYSTEM METHOD IN ELECTRIC VEHICLES
PCT/TR2018/050406 WO2019125328A2 (en) 2017-08-07 2018-07-30 A method of a range enhancing system in electric vehicles

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