TWI763753B - A hybrid vehicle and a method to control the hybrid vehicle - Google Patents

Abstract

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

Description

Hybrid vehicle and method for controlling the same

The present subject matter relates generally to hybrid vehicles, and more particularly, but not exclusively, to a control system and method for controlling the same.

Typically, a hybrid vehicle includes an internal combustion (IC) engine and a traction motor used to power the vehicle. The IC installed on this hybrid vehicle uses gasoline/fuel as any other conventional IC. The traction motor is powered by the onboard auxiliary power supply. The hybrid vehicle is operated using an IC machine or a traction motor, or a combination of an IC machine and a traction motor. The user may operate the hybrid vehicle in any of three modes, ie, engine mode, electric mode, and hybrid mode, as desired. The hybrid mode further includes a hybrid mode and a hybrid economy mode. In hybrid mode, both the IC machine and the traction motor device operate together. In the hybrid economy mode, the IC machine and the traction motor operate alternately. If the user desires more power, the vehicle can be operated in a hybrid mode.

As is well known, the shortage of non-renewable energy resources has presented the need to reduce fossil fuel consumption and emissions from vehicles powered by internal combustion engines. One way to achieve the above goals is via electric drive vehicles. However, compared to the conventional vehicle, the weight of the vehicle is larger and the driving distance per charge is shorter. These deficiencies are addressed by hybrid vehicles, which utilize the advantages of an internal combustion engine and a traction motor in one vehicle. Hybrid vehicles have the potential to reduce vehicle fuel consumption and emissions without significant loss of vehicle efficiency or drivability.

Typically, an auxiliary power source and an internal combustion (IC) engine power a hybrid vehicle. A battery powered starter motor operates a magneto to start the IC. Another battery supplies power to the traction motor responsible for the rotation of the rear wheels, that is, provides electricity. The hybrid control unit controls both the IC and the traction motor. The traction motor also produces some power after the battery starts the traction motor. Additionally, the power generated by the magneto and traction motors can be used to power the battery to run the load directly. Both the magneto and the traction motor generate electricity at higher voltages (at about 48V to 60V).

Therefore, operation of a hybrid vehicle obviously requires two different motors, including a traction motor and a starter motor.

The starter motor required to run the magneto can be replaced with an integrated starter generator (ISG) that enables smooth starting of the IC machine. The ISG directly rotates the crankshaft, causing a smooth start of the IC machine. Therefore, ISGs in hybrid vehicles are more desirable.

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

However, the difficulties involved in using two different power supplies to meet the requirements of two different voltage levels and using two different motors require complex circuitry. Accommodating complex circuits in the space within the vehicle layout becomes onerous.

According to the proposed invention, the above-mentioned difficulties involved in using two different power sources operating at different voltages in a hybrid vehicle are solved.

According to an embodiment of the present invention, both the traction motor and the ISG are operated using a single power source including an auxiliary power source. In this embodiment, the auxiliary power supply produces a 48V output, which is suitable for running traction motors and ISGs operating at 12V. According to an embodiment of the present invention, an ISG used in a hybrid vehicle includes a built-in second controller. In this embodiment, the second controller is, for example, an ISG controller and a built-in DC-to-DC converter. The second controller is configured to convert the output produced by the ISG. The output of the ISG is transferred Change to the desired voltage to enable one or more vehicle loads. Therefore, it becomes easier to accommodate a single power source including an auxiliary power source in a hybrid vehicle. Complex circuits are prevented, resulting in simpler circuits.

The present invention proposes a control system for a hybrid vehicle. According to an embodiment of the invention, the control system includes an auxiliary power source capable of driving both the traction motor and the ISG. The traction motor and ISG are controlled via a single controller, the Hybrid Control Unit (HCU). Various vehicle loads, including signaling devices and other similar devices, are driven by outputs generated by the ISG and controlled by the HCU. The vehicle load is provided with the converted output voltage produced by the ISG. Thus, according to the proposed invention, a simpler operation of the control system and a simpler circuit are achieved.

According to an embodiment of the present invention, the auxiliary power supply operating at 48V can provide input power to the ISG operating at 12V and the traction motor operating at 48V. The high voltage is converted by the circuit before being fed to the ISG. The circuit includes two power modules including a hex bridge configuration for driving the traction motor and a second hex bridge for driving the ISG. These power modules convert DC input power from auxiliary power sources into controllable DC output power for driving traction motors, which in this case are BLDC motors. The DC input sides of the first and second power modules include individual DC link capacitors for filtering, and current sense resistors for providing information about the input power to the traction motor and ISG. Additionally, the power electronic switch includes one or more body diodes for providing a current path during current cycling when the switch is deactivated. In particular, power electronic switches are driven via specific gate driver integrated circuits. The gate driver IC is further controlled by inputs supplied by the control module.

In addition, the control module includes a microcontroller and a corresponding power supply module. Additionally, inputs from vehicle operating conditions such as accelerator, vehicle speed, engine speed, ignition, brakes are fed to the microcontroller ports as analog and digital inputs.

Furthermore, depending on vehicle operating conditions, the operation of the traction motor and ISG is controlled by closed loop parameters. The input to the traction motor and ISG is power fed through the controller from a single auxiliary battery. The output of the traction motor and ISG is mechanical power, which is measured according to vehicle speed, wheel force and engine speed, and crankshaft torque, respectively.

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

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

The previously mentioned advantages and other advantages of the present subject matter are described in detail in the following description in conjunction with the drawings.

100: Hybrid Vehicles

105A: Head Tube

105B: Main Frame/Main

105C: Rear tube

110A: Front Suspension

110B: Front Wheel

110C: handle assembly

115: Engine/Combustion Engine

120: Traction Motor

125: rear wheel

130: swing arm

135A: Front plate

135B: Leggings

135C: Under seat cover/side panel

140: Front fender

145: Bottom plate

150: Seat assembly

155: Rear Fender

160: rear suspension

165A: Headlights

165B: Tail Lights

200: Control System

201: Batteries/Power

202: Traction Motor

203: Integrated Starter Generator (ISG)

204: Hybrid Control Unit (HCU)

204a: Traction Motor Control Module

204b: Integrated starter generator control module

204c: DC to DC Converters

205: input

206: DC vehicle load

301: Steps

302: Step

303: Mode switch

304: Step

305: Steps

306: Steps

306a: Steps

307: Steps

308: Steps

309: Steps

310: Steps

311: Steps

312: Steps

313: Steps

314: Steps

315: Steps

316: Steps

317: Steps

318: Steps

A detailed description of a hybrid control unit for controlling a hybrid vehicle, which is the subject of the present invention, will be described with reference to the accompanying drawings. The same numbers are used throughout the drawings to refer to the same features and components.

1 illustrates a left side perspective view of a step-through type vehicle in accordance with an embodiment of the present subject matter.

FIG. 2 illustrates a block diagram depicting the operation of the hybrid control unit.

3 illustrates a circuit diagram of a control system for controlling a hybrid vehicle in different operating modes.

4 illustrates a method of operation of an HCU powered by a single power supply.

1 illustrates a left side view of an exemplary vehicle 100 in accordance with an embodiment of the present subject matter. The illustrated vehicle 100 has a stride-type frame assembly 105 . The stride-type frame assembly 105 includes a head tube 105A and a main frame 105B. One or more rear tubes 105C extend obliquely rearward from the main tube 105B. Additionally, one or more front suspensions 110A are connected to the front wheels 110B and form the handle assembly 110C of the steering assembly 110 . The steering assembly 110 is rotatably connected via the head tube 105A. The engine 115 serves as the main drive member for driving the rear wheels 120 . In addition, the traction motor 120 acts as a secondary driving member for driving the rear wheels 120 . In the preferred embodiment, traction motor 120 is mounted on the hub of rear wheel 125 . An onboard battery drives the traction motor 120 . The engine 115 is mounted to a swing arm 130 which is swingably connected to the main frame 105B using a crank link. The vehicle 100 has a plurality of body panels mounted to the frame assembly 105, and the plurality of body panels include a front panel 135A, a leg shield 135B, a seat under cover 135C, and a pair of side panels 135C.

The front fender 140 covers at least a portion of the front wheel 110A. The bottom plate 145 is provided at a step space provided rearward from the handle assembly 110C. The seat assembly 150 is mounted to the main frame 105B. A utility box (not shown) is positioned below the seat assembly 150 . A fuel tank (not shown) is positioned below the utility tank. The rear fender 155 covers at least a portion of the rear wheel 125 and is positioned below the fuel tank. One or more rear suspensions 160 are provided in the rear portion of the vehicle 100 for a comfortable ride. Vehicle 100 includes one or more electric/electronic loads 165 (hereafter "loads") including, for example, headlights 165A, taillights 165B, a transistor-controlled ignition (TCI) unit (not shown), an alternator (not shown). (not shown in the figure) and starter motor (not shown in the figure).

FIG. 2 illustrates a block diagram depicting the operation of the hybrid control unit. According to an embodiment of the present invention, a battery 201 serving as a power source powers two 3-phase machines including a traction motor 202 and an integrated starter generator (ISG) 203 . A hybrid control unit (HCU) 204 controls the operation of the traction motor 202 and the ISG 203 . HCU 204 controls traction motor 202 and ISG 203 via various inputs 205 received by HCU 204 . Various inputs include throttle position sensor, ignition lock, RPM input, mode switching and brakes.

According to an embodiment of the invention, the battery 201 , preferably operating at 48V, is capable of operating the traction motor 202 operating at 48V and the ISG 203 operating at 12V. The ISG 203 produces an output voltage of 12V. The output voltage 12V produced by the ISG 203 is sufficient to operate the load 206 operating at 12V.

According to another embodiment of the present invention, the hybrid control unit 204 is configured to directly operate the load 206 operating at 12V.

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

3 illustrates a circuit diagram of a control system for controlling a hybrid vehicle in different operating modes. The control system 200 includes a 48V auxiliary single power source 201 such as a battery, a rechargeable energy storage system. Additionally, the control system 200 includes a hybrid control unit 204 that includes an integrated starter generator control module 204b, a traction motor control module 204a, and a DC-to-DC converter 204c. The integrated starter generator control module 204b is configured to control the integrated starter generator 203 which can operate at 48V and is capable of producing a 12V output. The 12V output thus produced by the integrated starter generator 203 is used to power one or more DC loads capable of 12V operation. The integrated starter-generator 203 is turned on by the integrated starter-generator controller 204b whenever a mode switch is selected to a hybrid mode including a hybrid economy mode and a hybrid mode depending on the conditions selected by the user. Additionally, the control system 200 includes a traction motor 202 controlled by a traction motor controller 204a. In particular, the 48V operable traction motor 202 is powered by a single 48V power supply during the electric mode of the hybrid vehicle and during the hybrid mode when the user selects the desired mode via mode switching. Additionally, whenever the traction motor 202 is deactivated during the hybrid economy mode, it is capable of producing electricity that can in turn power the 48V power supply. In addition, the DC-to-DC converter 204c also helps to step down the extremely high output produced by the traction motor 202 to a 12V DC output that can power one or more DC vehicle loads 206 .

According to an embodiment of the present invention, a single power supply 201 of 48V is capable of powering one or more 12V DC vehicle loads 206 .

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

According to an embodiment of the present invention, the DC-to-DC controller 204c is a built-in part of the hybrid control unit 200 .

Figure 4 illustrates the method of operation of an HCU powered by a single power supply. According to an embodiment of the invention, a single power source including a battery powers the traction motor and the integrated starter generator. First, at step 301 , the hybrid control unit starts to operate, and at step 302 checks the on/off of the ignition key lock. If the ignition switch is on, the HCU switches to any of the three modes of the hybrid vehicle including EV mode (electric vehicle mode), hybrid mode and engine mode at mode switch 303 . Hybrid modes further include hybrid economy modes and hybrid power modes, which can be selected by the user depending on the conditions provided. Whenever the vehicle is operating in electric mode as indicated in step 304 , the HCU checks whether the throttle position sensor (TPS) is greater than a predetermined value, as indicated in step 305 . If the TPS reading is greater than 5%, the traction motor is turned on by the HCU, which is powered by a single power source, as indicated in step 307 . A load operating at 12 volts is run using the output of the traction motor, as indicated in step 308 . Furthermore, if the mode switch detected in step 304 is not the electric mode, then the vehicle operates in the hybrid mode or the engine mode. If, as indicated in step 306, the selected mode is switched to a hybrid mode, the vehicle is operated in hybrid economy mode, as indicated in step 306a, and then the TPS is checked by the HCU. If the TPS reading is greater than 5%, as indicated in step 309, the traction motor is powered by a single power source through the HCU, as indicated in step 310. Additionally, if the speed of the vehicle exceeds a predetermined value, eg, 25kmph, as indicated in step 311 , the engine is started via a single power source and the running traction motor is stopped, as indicated in step 312 . Once the engine is running, the power generated by the operation of the engine is used to power the 12V load, as indicated in step 313 .

Furthermore, after the mode switch is selected as a hybrid mode as shown in step 306 but not a hybrid economy mode, then a hybrid mode is selected, as indicated in step 314 . In hybrid mode, TPS is checked, and if TPS is greater than 5%, the HCU enables both the ISG and the traction motor via a single power source, as indicated in step 315 . Additionally, after power generation has begun via the ISG and traction motor, the power so generated is used to power the 12V load, as indicated in step 316 .

If the selected mode switch is not a hybrid mode, select the engine mode. In addition, TPS was continuously monitored. If the TPS is greater than 5% as indicated in step 317 , the engine of the vehicle is started by powering the ISG from a single power source through the HCU, as indicated in step 318 . Additionally, the electricity generated by the ISG is capable of running 12V loads in the vehicle. In this step, use a single power source to start both the engine and the traction motor By. The 12V load is operated using the generated power, as indicated in step 315 .

According to another embodiment of the present invention, the hybrid control unit 204 is configured to directly operate the load 206 operating at 12V.

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

Although the subject matter of the present invention has been described in considerable detail with reference to specific embodiments of the present invention, other embodiments are possible. It should be understood that aspects of the embodiments are not necessarily limited to the features described herein.

200: Control System

201: Batteries/Power

202: Traction Motor

203: Integrated Starter Generator (ISG)

204: Hybrid Control Unit (HCU)

204a: Traction Motor Control Module

204b: Integrated starter generator control module

204c: DC to DC Converters

206: DC vehicle load

Claims (10)

A hybrid vehicle (100) comprising: a control system (200) for controlling the hybrid vehicle, wherein the control system (200) comprises: a hybrid control unit (HCU) (204) for controlling the hybrid vehicle to enable switching between different operating modes of the hybrid vehicle (100); an integrated starter generator (ISG) (203) coupled to an internal combustion engine (115) of the hybrid vehicle (100) ; a traction motor (202) capable of driving the hybrid vehicle (100) independently and in conjunction with the internal combustion engine (115); and a single power source (201), wherein the traction motor (202) and the integrated starter motor The motor units (203) all receive power supply from the single power supply (201), and wherein the single power supply (201) operates at a first voltage, and the single power supply (201) is capable of operating at a second voltage The integrated starter generator unit (203) provides input power, the second voltage is different from the first voltage, the single power supply (201) is capable of providing input power to the traction motor (202), the traction motor (202) Operating at a first voltage, wherein the integrated starter generator unit (203) and the traction motor (202) are both controlled by the hybrid control unit (204). The hybrid vehicle (100) of claim 1, wherein the integrated starter-generator (203) is configured to independently supply power to one or more vehicle loads (206), the traction motor (202) being able to pass through the A hybrid control unit (204) supplies power to the one or more vehicle loads (206), and the traction motor (202) is capable of supplying power to the single power source (201) during power generation of the traction motor (202). The hybrid vehicle (100) of claim 1, wherein the power source (201) is capable of supplying power to the one or more vehicle loads (206). The hybrid vehicle (100) of claim 1, wherein the hybrid control unit (204) includes a built-in DC-to-DC converter (204c). The hybrid vehicle (100) of claim 1, wherein the power supply (201) produces a 48V output, the 48V output is fed to the ISG (203) operating at 12V via a circuit comprising a circuit capable of driving the At least one hex bridge of the traction motor (202) and a second hex bridge constructed to drive the ISG (203). A method for controlling a hybrid vehicle (100), the method comprising the steps of: monitoring (302) an ignition switch state and a throttle position sensor state by a hybrid control unit (204); if via a Mode switching (303), the state of the ignition key lock is ON, then switch (303) to any one of the three modes of the hybrid vehicle (100) via the HCU (204); if via the HCU (204) ) select EV mode and if TPS is greater than a predetermined value, turn on a traction motor (308); if TPS is greater than a predetermined value and if speed is greater than a predetermined value, switch to hybrid mode (306) via the HCU (204) ); and if the EV mode (304) and the hybrid mode (306) are not detected, switch to engine mode (320) via the HCU (204); and if the three modes are selected via the HCU (204) Either one or more vehicle loads are enabled via a single power supply (201), wherein the single power supply (201) operates at a first voltage, the single power supply (201) capable of supplying a second All-in-one starter-generator unit operating at voltage (203) providing input power, the second voltage being different from the first voltage, the single power supply (201) capable of providing input power to the traction motor (202) operating at the first voltage, wherein , the integrated starter generator unit (203) and the traction motor (202) are both controlled by the hybrid control unit (204). The method for controlling a hybrid vehicle (100) of claim 6, wherein the hybrid control unit (204) checks whenever the vehicle is operating in an electric mode as indicated in step (304) Whether the throttle position sensor is greater than a predetermined value, as indicated in step (305). The method for controlling a hybrid vehicle (100) as claimed in claim 6, wherein if, as indicated in step (306a), the selected mode is switched to the hybrid economy mode, then in step (309) As indicated, the hybrid control unit (204) checks whether TPS is greater than 5% to power the traction motor (202) by a single power source (201). The method for controlling a hybrid vehicle (100) of claim 6, wherein if the speed of the vehicle exceeds a predetermined value of 25Kmph in hybrid mode, as indicated in step (314), the The power supply (201) is configured to power an engine (115) by supplying power to the integrated starter generator (203) and also to activate the traction motor (202) via the hybrid control unit (204). The method for controlling a hybrid vehicle (100) of claim 6, wherein if the selected modes are not the electric mode (304) and the non-hybrid mode (306), the mode is switched (303) Switching to an engine mode (320), as indicated in step (317), the hybrid control unit (204) monitors TPS and if TPS is greater than a predetermined value, simply by starting the integrated via the power supply (201) The generator (203) supplies power to start the engine (115).

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