WO2017019395A1 - Sélection, dans un véhicule électrique, de transistors particuliers à activer/désactiver en réponse à des conditions courantes pour améliorer le kilométrage et la réponse du véhicule électrique - Google Patents

Sélection, dans un véhicule électrique, de transistors particuliers à activer/désactiver en réponse à des conditions courantes pour améliorer le kilométrage et la réponse du véhicule électrique Download PDF

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Publication number
WO2017019395A1
WO2017019395A1 PCT/US2016/043067 US2016043067W WO2017019395A1 WO 2017019395 A1 WO2017019395 A1 WO 2017019395A1 US 2016043067 W US2016043067 W US 2016043067W WO 2017019395 A1 WO2017019395 A1 WO 2017019395A1
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WO
WIPO (PCT)
Prior art keywords
transistors
electric vehicle
recited
activated
speed
Prior art date
Application number
PCT/US2016/043067
Other languages
English (en)
Inventor
Pradeepkumar Ashok
Gurtej Singh SAINI
Original Assignee
Board Of Regents, The University Of Texas System
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Publication date
Application filed by Board Of Regents, The University Of Texas System filed Critical Board Of Regents, The University Of Texas System
Publication of WO2017019395A1 publication Critical patent/WO2017019395A1/fr

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Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F7/00—Methods or arrangements for processing data by operating upon the order or content of the data handled
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
    • B60W30/1843—Overheating of driveline components
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/52—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by DC-motors
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/087—Temperature
    • 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
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates generally to electric vehicles, and more particularly to selecting particular transistors in an electric vehicle to be activated/deactivated in response to current operating conditions to improve mileage and response of electric vehicle.
  • An electric vehicle also referred to as an electric drive vehicle, uses one or more electric motors or traction motors for propulsion.
  • An electric vehicle may be powered through a collector system by electricity from off -vehicle sources, or may be self-contained with a battery or generator to convert fuel to electricity.
  • a plug-in electric vehicle is any motor vehicle that can be recharged from any external source of electricity, such as wall sockets, and the electricity stored in the rechargeable battery packs drives or contributes to drive the wheels.
  • PEV is a subcategory of electric vehicles that includes all-electric or battery electric vehicles (BEVs), plug-in hybrid vehicles (PHEVs), and electric vehicle conversions of hybrid electric vehicles and conventional internal combustion engine vehicles.
  • BEVs battery electric vehicles
  • PHEVs plug-in hybrid vehicles
  • electric vehicle conversions of hybrid electric vehicles and conventional internal combustion engine vehicles is another type of electric vehicle.
  • Another type of electric vehicle is a hybrid vehicle.
  • a hybrid electric vehicle combines a conventional (usually fossil fuel-powered) powertrain with some form of electric propulsion.
  • EVs energy efficiency
  • Electric vehicles convert about 59%-62% of the electrical energy from the grid to power at the wheels
  • conventional gasoline vehicles only convert about 17%-21% of the energy stored in gasoline to power at the wheels.
  • EVs emit no tailpipe pollutants, although the power plant producing the electricity may emit them.
  • electric motors provide quiet, smooth operation and stronger acceleration and require less maintenance than ICEs.
  • EVs do, however, face significant battery-related challenges, such as limited driving range. Most EVs can only travel about 100-200 miles before recharging, whereas, gasoline vehicles can travel over 300 miles before refueling. Furthermore, fully recharging the battery pack can take 4 to 8 hours. Even a "quick charge" to 80% capacity can take 30 minutes.
  • a method for optimizing a performance of an electric vehicle comprises monitoring a temperature of a plurality of transistors of the electric vehicle.
  • the method further comprises monitoring a speed of the electric vehicle.
  • the method additionally comprises monitoring a rate at which an accelerator pedal is pressed.
  • the method comprises searching one or more look-up tables containing characteristics of the plurality of transistors.
  • the method comprises changing, by a processor, which particular transistors are activated or deactivated in the electric vehicle based on the temperature of the plurality of transistors, the speed of the electric vehicle, the rate at which the accelerator pedal is pressed and the characteristics of the plurality of transistors.
  • Figure 1 illustrates an embodiment of the present invention of an electric vehicle
  • Figure 2 illustrates an embodiment of the present invention of an electronic controller of the electric vehicle
  • Figure 3 illustrates the electronic controller controlling the switching of the transistors in accordance with an embodiment of the present invention
  • Figure 4 is a flowchart of a method for optimizing the performance of the electric vehicle in accordance with an embodiment of the present invention
  • Figure 5 is a flowchart of a method for mapping the torque and speed of a motor to the characteristics of transistors in accordance with an embodiment of the present invention
  • Figure 6 is a plot illustrating the relationship between the hysteresis band, the reference current and the switching frequency of transistor in accordance with an embodiment of the present invention
  • Figure 7 is a graph illustrating the total losses in comparison to the torque and speed of a motor for four different transistors with an input voltage of 24 volts in accordance with an embodiment of the present invention
  • Figure 8 is a graph further illustrating the behavior of the different switches in relation to the torque and speed of the motor as shown in Figure 7 for four different transistors with an input voltage of 24 volts in accordance with an embodiment of the present invention.
  • Figure 9 illustrates the current operating point and the next operating point in connection with a graph of the torque versus the speed of a motor in accordance with an embodiment of the present invention.
  • FIG. 1 is an embodiment of the present invention of an electric vehicle 100.
  • electric vehicle 100 includes wheels 101A-101D. Wheels 101A-101D may collectively or individually be referred to as wheels 101 or wheel 101, respectively. Each wheel 101A-101D is driven by a respective electric hub motor 102A-102D, respectively. Electric hub motors 102A-102D may collectively or individually be referred to as electric hub motors 102 or electric hub motor 102, respectively. Electric hub motors 102 are connected to an electric battery pack 103, the main long term energy store of electric vehicle 100, and are powered by electric power supplied by the battery pack 103.
  • electric vehicle 100 may include an electric motor 104 (e.g., switched reluctance motor) coupled to an electric generator 105.
  • electric motor 104 e.g., switched reluctance motor
  • ICE small internal combustion engine
  • An electronic controller 106 (or simply referred to as “controller” 106) is connected to hub motors 102 and controls operation of hub motors 102. Electronic controller 106 is also connected to battery pack 103 so that controller 106 can monitor the state of charge of battery pack 103. In one embodiment, electronic controller 106 is connected to generator 105 and electric motor 104 to control operation thereof. In one embodiment, electronic controller 106 contains circuitry for controlling the switching of transistors/ switches, such as but not limited to metal-oxide-semiconductor field-effect transistors (MOSFETs) and insulated-gate bipolar transistors (IGBTs), and it is designed in such a way as to optimize the performance of the system with respect to the motor and drive topology being used. In one embodiment, the goal of the present invention is to minimize the switching and conduction losses, minimize the ringing and driver losses while simultaneously reducing the EMI noise and spikes due to transients in the circuitry.
  • MOSFETs metal-oxide-semiconductor field-effect transistors
  • Figure 1 illustrates a brake pedal position sensor 107 which is connected to electronic controller 106. Brake pedal position sensor 107 is used to detect the position of the brake pedal.
  • Figure 1 further illustrates an accelerator pedal position sensor 108 which is connected to electronic controller 106.
  • Accelerator pedal position sensor 108 indicates the position of the accelerator pedal as well as the rate at which the accelerator pedal is pressed by the driver of electric vehicle 100.
  • Figure 1 illustrates wheel sensors 109A-109D which are used to send pulses to electronic controller 106 to determine the speed of vehicle 100.
  • Sensors 109A-109D may collectively or individually be referred to as sensors 109 or sensor 109, respectively.
  • a rotation sensor may be mounted in the transmission to deliver a series of electronic pulses whose frequency corresponds to the (average) rotational speed of the driveshaft, and therefore the vehicle's speed.
  • the principles of the present invention are not to be limited in scope in the manner of determining the speed of vehicle 100.
  • the scope of the present invention is to include any means for determining the speed of vehicle 100.
  • electric vehicle 100 includes a sensor 110 connected to hub motors 102 and electric motor 104.
  • Sensor 110 is used for monitoring the angle of the rotor shaft of a motor (e.g., hub motor 102, electric motor 104), such as in the embodiment of hub motor 102/electric motor 104 being a switched reluctance motor.
  • vehicle 100 can operate with regenerative braking, i.e., the motors 102, 104 can switch to operate as generators to slow the vehicle by converting kinetic energy of the vehicle into electrical energy, which can be used to top up battery pack 103.
  • Electronic controller 106 may be an electronic control unit (ECU) and other control electronics, such as microprocessors, voltage regulators, switches, integrated and non-integrated circuits, transistors, relays, control logic, volatile and non-volatile memory, and other electronic components suitable for performing the control algorithms discussed herein.
  • electronic controller 106 includes at least a processing component (e.g., microprocessor) and a memory for storing a program for improving the efficiency of operation of electric vehicle 100 to improve mileage as well as improving the response of electric vehicle 100 to the driver's demands as discussed below in connection with Figure 2.
  • FIG. 2 illustrates an embodiment of the present invention of electronic controller 106 ( Figure 1).
  • controller 106 includes a processor 201 and a memory 202.
  • Memory 202 is used to store software and data for execution by processor 201 to carry out various operations of electronic controller 106.
  • memory 202 is configured to store a program for improving the efficiency of operation of electric vehicle 100 to improve mileage as well as improving the response of electric vehicle 100 to the driver's demands as discussed below.
  • electronic controller 106 further includes a Global Positioning System (GPS) receiver 203 for determining its current position as well as determining a distance from its current location to the location of the home residence of the driver (previously provided to electronic controller 106 by the user, such as the driver of electric vehicle 100).
  • GPS Global Positioning System
  • electronic controller 106 includes a communications adapter 204 for enabling controller 106 to communicate with other systems.
  • a look-up table 205 may be stored in memory 202, where look-up table 205 is used to store the characteristics (e.g., switching characteristics, voltage ratings, current ratings) of the transistors, such as the transistors of electronic controller 106 and the transistors of the motor drives, such as hub motors 102 or electric motor 104.
  • Information such as the power rating of the transistors, may be stored in look-up table 205. Such information may be used to determine the safe operating region for the transistors with respect to the various driving and operating conditions. Furthermore, such information may be used by electronic controller 106 to identify a threshold temperature at which the amount of power consumed by the transistor exceeds a desirable amount of power consumption.
  • look-up table 205 stores the characteristics of the various transistors used and also the performance maps of the circuitry, its behavior and performance in relation to the various operating conditions. A further description of the use of look-up table 205 is provided further below in connection with Figure 4.
  • the present invention may be a system, a method, and/or a computer program product.
  • the computer program product may include a computer readable storage medium (or media) having computer readable program instructions thereon for causing a processor to carry out aspects of the present invention.
  • the computer readable storage medium can be a tangible device that can retain and store instructions for use by an instruction execution device.
  • the computer readable storage medium may be, for example, but is not limited to, an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing.
  • a non-exhaustive list of more specific examples of the computer readable storage medium includes the following: a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a static random access memory (SRAM), a portable compact disc read-only memory (CD-ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanically encoded device such as punch-cards or raised structures in a groove having instructions recorded thereon, and any suitable combination of the foregoing.
  • RAM random access memory
  • ROM read-only memory
  • EPROM or Flash memory erasable programmable read-only memory
  • SRAM static random access memory
  • CD-ROM compact disc read-only memory
  • DVD digital versatile disk
  • memory stick a floppy disk
  • a mechanically encoded device such as punch-cards or raised structures in a groove having instructions recorded thereon
  • a computer readable storage medium is not to be construed as being transitory signals per se, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through a waveguide or other transmission media (e.g., light pulses passing through a fiber-optic cable), or electrical signals transmitted through a wire.
  • Computer readable program instructions described herein can be downloaded to respective computing/processing devices from a computer readable storage medium or to an external computer or external storage device via a network, for example, the Internet, a local area network, a wide area network and/or a wireless network.
  • the network may comprise copper transmission cables, optical transmission fibers, wireless transmission, routers, firewalls, switches, gateway computers and/or edge servers.
  • a network adapter card or network interface in each computing/processing device receives computer readable program instructions from the network and forwards the computer readable program instructions for storage in a computer readable storage medium within the respective computing/processing device.
  • Computer readable program instructions for carrying out operations of the present invention may be assembler instructions, instruction-set-architecture (ISA) instructions, machine instructions, machine dependent instructions, microcode, firmware instructions, state-setting data, or either source code or object code written in any combination of one or more programming languages, including an object oriented programming language such as Smalltalk, C++ or the like, and conventional procedural programming languages, such as the "C" programming language or similar programming languages.
  • the computer readable program instructions may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server.
  • the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet Service Provider).
  • electronic circuitry including, for example, programmable logic circuitry, field-programmable gate arrays (FPGA), or programmable logic arrays (PLA) may execute the computer readable program instructions by utilizing state information of the computer readable program instructions to personalize the electronic circuitry, in order to perform aspects of the present invention.
  • These computer readable program instructions may also be stored in a computer readable storage medium that can direct a computer, a programmable data processing apparatus, and/or other devices to function in a particular manner, such that the computer readable storage medium having instructions stored therein comprises an article of manufacture including instructions which implement aspects of the function/act specified in the flowchart and/or block diagram block or blocks.
  • the computer readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable apparatus or other device to produce a computer implemented process, such that the instructions which execute on the computer, other programmable apparatus, or other device implement the functions/acts specified in the flowchart and/or block diagram block or blocks.
  • each block in the flowchart or block diagrams may represent a module, segment, or portion of instructions, which comprises one or more executable instructions for implementing the specified logical function(s).
  • the functions noted in the block may occur out of the order noted in the figures.
  • two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved.
  • EVs do, however, face significant battery-related challenges, such as limited driving range. Most EVs can only travel about 100-200 miles before recharging, whereas, gasoline vehicles can travel over 300 miles before refueling. Furthermore, fully recharging the battery pack can take 4 to 8 hours. Even a "quick charge" to 80% capacity can take 30 minutes. If, however, the mileage of the electric vehicle could be improved, then EVs could travel a further distance before recharging thereby requiring less frequent recharges. Furthermore, while the response of the electric vehicle to the driver's demands is good, such as responding when the driver presses down the acceleration pedal to accelerate, there could still be improvement. Hence, current electric vehicles are deficient in terms of mileage and responding to the driver's demands.
  • FIG. 1 illustrates the electronic controller controlling the switching of the transistors.
  • Figure 4 is a flowchart of a method for optimizing the performance of an electric vehicle.
  • Figure 5 is a flowchart of a method for mapping the torque and speed of a motor to the characteristics of transistors.
  • Figure 6 is a plot illustrating the relationship between the hysteresis band, the reference current and the switching frequency of transistor.
  • Figure 7 is a graph illustrating the total losses in comparison to the torque and speed of a motor for four different transistors with an input voltage of 24 volts.
  • Figure 8 is a graph further illustrating the behavior of the different switches in relation to the torque and speed of the motor as shown in Figure 7 for four different transistors with an input voltage of 24 volts.
  • Figure 9 illustrates the current operating point and the next operating point in connection with a graph of the torque versus the speed of a motor.
  • Figure 3 illustrates electronic controller 106 ( Figures 1 and 2) controlling the switching of the transistors in accordance with an embodiment of the present invention.
  • electronic controller 106 and the motors of electric vehicle 100 include switch matrices 301A, 301B (identified as "switch matrix 1" and "switch matrix 2," respectively, in Figure 3).
  • Switch matrices 301A, 301B may collectively or individually be referred to as switch matrices 301 or switch matrix 301.
  • Figure 3 illustrates two switch matrices 301, the principles of the present invention are not to be limited in scope to a particular number of switch matrices 301.
  • Electric vehicle 100 may include any number of switch matrices 301 that would be required to perform the operation of electric vehicle 100.
  • Each switch matrix 301 includes a series of transistors.
  • switch matrix 1 301A includes transistors 302A-302D (identified as "Qla-Qld,” respectively, in Figure 3) connected in parallel.
  • switch matrix 2 301B includes transistors 302E-302H (identified as "Q2a-Q2d,” respectively, in Figure 3) connected in parallel.
  • Transistors 302A- 302H may collectively or individually be referred to as transistors 302 or transistor 302, respectively. While Figure 3 illustrates that each matrix 301 includes four transistors 302, the principles of the present invention are not to be limited in scope to having switch matrix 301 include a particular number of transistors 302.
  • Each matrix 301 may include any number of transistors 302 that would be required to perform the operation of electric vehicle 100.
  • each transistor 302 is activated or deactivated based on the biasing of the transistor, i.e., controlling the values of the input voltage to transistor 302 by switch drive circuit 303 of electronic controller 106.
  • electric vehicle 100 includes one or more temperature sensors 304 (in electronic controller 106 as well as in the motors outside of electronic controller 106, such as in hub motors 102 and electric motor 104, which are connected to electronic controller 106) configured to monitor the temperature of each of the transistors 302. As discussed herein, when the temperature of a transistor 302 exceeds a threshold temperature for that given transistor (such as provided in a look-up table for that transistor), then electronic controller 106 may deactivate that transistor 302 and activate another transistor 302.
  • a threshold temperature for that given transistor such as provided in a look-up table for that transistor
  • Figure 4 is a flowchart of a method 400 for optimizing the performance of electric vehicle 100 (Figure 1) in accordance with an embodiment of the present invention.
  • step 401 electronic controller 106 monitors the temperature of transistors 302, such as via temperature sensor 304. In this manner, as discussed below, electronic controller 106 may identify those transistors 302 with a temperature that exceeds a threshold temperature based on the transistor's characteristics stored in look-up table 205. When a transistor 302 exceeds such a threshold temperature, its operational efficiency is diminished. Temperature affects the characteristics (e.g., AC and DC characteristics) of transistors. An increase in temperature of the transistor may cause thermal runaway or increase the leakage current which increases power consumption and if sufficiently large can cause complete failure. Furthermore, an increase in temperature may increase the collector current thereby increasing the power dissipated by the transistor.
  • characteristics e.g., AC and DC characteristics
  • activated/deactivated means activated or deactivated in light of the current conditions (e.g., rate at which the accelerator pedal is pressed).
  • step 402 electronic controller 106 monitors the speed of electric vehicle 100, such as via the pulses provided by wheel sensors 109.
  • step 403 electronic controller 106 monitors the rate at which the accelerator pedal is pressed, such as via accelerator pedal position sensor 108.
  • step 404 electronic controller 106, such as in the case where hub motor 102 or electric motor 104 is a switched reluctance motor, monitors the angle of the rotor shaft of hub motor 102 or electric motor 104. Such information may be used by electronic controller 106 to determine the actual timing of activating or deactivating particular transistors 302. In one embodiment, the angle of the rotor shaft of hub motor 102 or electric motor 104 is monitored in step 404 for switched reluctance motors. In an alternative embodiment, the current state of the operation of the motor/rotor position of the motor is monitored in step 404 for various other types of motors, such as brushless DC electric motor or an induction motor.
  • step 405 electronic controller 106 monitors the charge of battery pack 103.
  • step 406 electronic controller 106 determines the distance to the home residence of the driver of electric vehicle 106 from its current location.
  • electronic controller 106 may include a GPS receiver 203 thereby allowing electronic controller 106 to determine its current position as well as to determine the distance from its current location to the location of the home residence of the driver (previously provided to electronic controller 106 by the user, such as the driver of electric vehicle 100).
  • step 407 electronic controller 106 searches look-up table 205 for the characteristics (e.g., switching characteristics, voltage ratings, current ratings) of transistors 302.
  • characteristics e.g., switching characteristics, voltage ratings, current ratings
  • information such as the power rating of transistors 302 may be stored in look-up table 205.
  • Such information may be used to determine the temperatures at which transistor 302 can operate safely or when transistor 302 is overheating.
  • electronic controller 106 may identify a threshold temperature based on the current operating conditions and comparing them against the look-up table characteristics of transistors 302 at which the power loss of one set of transistors 302 may be compared to a different set.
  • look-up table 205 stores characteristics that indicate whether transistor 302 has a low current and a high voltage rating (i.e., such transistors 302 operate better at low current and high voltage) or vice-versa. Such a rating may be used by electronic controller 106 to determine which transistors 302 should be activated based on the current operating condition. For example, in the scenario where the driver has increased the rate at which the accelerator pedal is pressed, then electronic controller 106 would select those transistors 302 which have a high current rating to handle such a situation since a high current is required to accelerate electric vehicle 100.
  • electronic controller 106 would select those transistors 302 having a high voltage and a low current rating characteristic to handle such a situation since a low current is only required to maintain a constant speed of electric vehicle 100.
  • the performance of electric vehicle 100 is optimized since the transistors 302 that are currently activated are those that would be most efficient to operate (less heat generated) at that moment based on the current operating condition.
  • mileage will improve for electric vehicle 100.
  • those transistors 302 that are most efficient to operate based on the current operating condition e.g., increase in rate at which the accelerator pedal is pressed
  • the response of electric vehicle 100 to the driver's demands is improved. That is, electric vehicle 100 will respond more quickly and appropriately in response to the driver's demands.
  • step 408 a determination is made by electronic controller 106 as to whether there should be a change in which particular transistors 302 are activated/deactivated. It is noted that steps 401-408 may be continuously implemented by electronic controller 106 to continuously determine in real time as to whether there should be a change in which particular transistors 302 are activated/deactivated in order to improve the efficiency and drivability of electric vehicle 100.
  • such a determination is made based on the information obtained from steps 401-407, namely, the temperature of transistors 302, the speed of electric vehicle 100, the rate at which the accelerator pedal is pressed, the characteristics of transistors 302, the angle of the rotor shaft of the motor, the charge of battery pack 103 and/or the distance to the home residence of the driver of electric vehicle 100 from its current location.
  • electronic controller 106 continues to determine whether there should be a change in which particular transistors 302 are activated/deactivated in step 408.
  • transistors 302 are activated/deactivated based on the temperature of transistors 302, the speed of electric vehicle 100, the rate at which the accelerator pedal is pressed, the characteristics of transistors 302, the angle of the rotor shaft of the motor (e.g., hub motor 102, electric motor 104), the charge of battery pack 103 and/or the distance to the home residence of the driver of electric vehicle 100 from its current location, then, in step 409, electronic controller 106 changes which particular transistors 302 are activated/deactivated.
  • electronic controller 106 may increase the number of transistors 302 activated. Furthermore, as discussed above, electronic controller 106 may select those transistors 302 which exhibit a high current rating characteristic to be activated.
  • electronic controller 106 may activate those transistors 302 having a low current and a high voltage rating in response to a constant speed of electric vehicle 100.
  • electronic controller 106 may replace a deactivated transistor 302 after it has been deactivated a threshold number of times thereby ensuring that transistors 302 continue to perform efficiently thereby ensuring that electric vehicle 100 continues to efficiently operate.
  • electronic controller 106 may activate/deactivate transistors 302 at a time based on the angle of the rotor shaft of the motor (e.g., hub motor 102, electric motor 104).
  • electronic controller 106 may determine which particular transistors 302 to be activated/deactivated based on the current charge of battery pack 103 and the distance to the home residence of the driver of electric vehicle 100. For instance, if the battery power is low and the distance to the home residence of the driver of electric vehicle 100 is a short distance, then those transistors 302 which exhibit a low current and a high voltage rating characteristic would be activated over those transistors 302 that exhibit a high current rating characteristic.
  • electronic controller 106 of the present invention provides better power management thereby improving the mileage and efficiency of electric vehicle 100. Furthermore, the principles of the present invention allow electric vehicle 100 to provide a better response to the driver's demands.
  • the present invention may utilize other parameters, such as the torque and speed of a motor (e.g., hub motor 102, electric motor 104), to more accurately determine which transistors 302 to activate/deactivate as discussed below in connection with Figure 5.
  • a motor e.g., hub motor 102, electric motor 104
  • FIG. 5 is a flowchart of a method 500 for mapping the torque and speed of a motor (e.g., hub motor 102, electric motor 104) to the characteristics of transistors 302 in accordance with an embodiment of the present invention.
  • a motor e.g., hub motor 102, electric motor 104
  • electronic controller 106 sets the current as a function of the torque and speed from the motor specification sheet.
  • step 502 electronic controller 106 defines the hysteresis band (range of current to be utilized) and a battery voltage based on user priority.
  • step 503 electronic controller 106 approximates the motor phase by a variable inductor and the load by different current references.
  • step 504 electronic controller 106 calculates and sets the frequency of the upper and the lower transistor 302 through the simulation of the motor for the given hysteresis band.
  • the selected transistors 302 are activated/deactivated at such frequencies to keep the actual current within a certain range, commonly referred to as a hysteresis band, around a reference current.
  • a hysteresis band a certain range
  • the driver of electric vehicle 100 will experience a smoother ride by controlling the torque ripple (referring to a periodic increase or decrease in output torque as the motor shaft rotates).
  • Figure 6 is a plot illustrating the relationship between the hysteresis band, the reference current and the switching frequency of transistor 302 in accordance with an embodiment of the present invention.
  • FIG. 7 is a graph illustrating the total losses (watts) in comparison to the torque (newton meters) and speed (revolutions per minute) of a motor (e.g., hub motor 102) for four different transistors 302 with an input voltage of 24 volts in accordance with an embodiment of the present invention.
  • Figure 8 is a graph further illustrating the behavior of the different switches in relation to the torque (newton meters) and speed (revolutions per minute) of a motor (e.g., hub motor 102) as shown in Figure 7 for four different transistors 302 with an input voltage of 24 volts in accordance with an embodiment of the present invention.
  • point P may represent the current operating point and point Q may represent the next operating point.
  • point Q may represent the next operating point.
  • electronic controller 106 determines which transistors 302 to be activated/deactivated at a given time.
  • control parameters may be utilized by electric controller 102 to determine which transistors 302 to be activated/deactivated, such as the battery supply voltage, which may vary based on the number of battery packs or even the number of batteries in the battery pack, or in an alternative embodiment, may vary based on bucking or boosting the voltage to various voltage levels using switches/transistors/power electronic circuits.

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  • Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Engineering & Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un procédé, un système et un programme d'ordinateur pour optimiser les performances d'un véhicule électrique. Un contrôleur électronique commandant le fonctionnement de moteurs d'élévation surveille la température de transistors dans le véhicule électrique, surveille la vitesse du véhicule électrique et surveille la cadence à laquelle une pédale d'accélérateur est enfoncée. Par ailleurs, le contrôleur électronique recherche dans une table de correspondance contenant les caractéristiques (par ex., caractéristiques de commutation) des transistors. Le contrôleur électronique détermine ensuite s'il doit y avoir un changement parmi les transistors particuliers qui sont activés/désactivés sur la base de la température des transistors, de la vitesse du véhicule électrique, de la cadence à laquelle la pédale d'accélérateur est enfoncée et des caractéristiques des transistors. De cette manière, les performances du véhicule électrique sont optimisées puisque les transistors qui sont couramment activés sont ceux qui seraient les plus efficaces pour fonctionner à ce moment sur la base de la condition courante de fonctionnement.
PCT/US2016/043067 2015-07-29 2016-07-20 Sélection, dans un véhicule électrique, de transistors particuliers à activer/désactiver en réponse à des conditions courantes pour améliorer le kilométrage et la réponse du véhicule électrique WO2017019395A1 (fr)

Applications Claiming Priority (2)

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US201562198494P 2015-07-29 2015-07-29
US62/198,494 2015-07-29

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Citations (10)

* Cited by examiner, † Cited by third party
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US4191912A (en) * 1978-12-14 1980-03-04 Gerry Martin E Distributorless ignition system
US4800974A (en) * 1985-10-23 1989-01-31 Trw Inc. Electric steering gear
US4945759A (en) * 1989-02-27 1990-08-07 Gary F. Krofchalk Vehicle performance monitoring system
US6153956A (en) * 1999-09-16 2000-11-28 A. O. Smith Corporation Switched reluctance position sensing
US20040002000A1 (en) * 2002-06-26 2004-01-01 Nissan Motor Co., Ltd. Secondary battery
US6806772B2 (en) * 2002-11-06 2004-10-19 Itt Manufacturing Enterprises, Inc. Power transistor array temperature control system
US20080300768A1 (en) * 2006-04-07 2008-12-04 Fuji Jukogyo Kabushiki Kaisha Engine control apparatus
US20120059561A1 (en) * 2009-05-29 2012-03-08 Kenji Niwa Fuel-saving drive recommendation system and fuel-saving drive recommendation method
US20120065831A1 (en) * 2010-09-15 2012-03-15 General Motors Llc Charge Reminder Notification to Increase Electric Only Efficiency
US20150112577A1 (en) * 2012-06-01 2015-04-23 Mahindra & Mahindra Limited Power-economy mode control system for a vehicle

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4191912A (en) * 1978-12-14 1980-03-04 Gerry Martin E Distributorless ignition system
US4800974A (en) * 1985-10-23 1989-01-31 Trw Inc. Electric steering gear
US4945759A (en) * 1989-02-27 1990-08-07 Gary F. Krofchalk Vehicle performance monitoring system
US6153956A (en) * 1999-09-16 2000-11-28 A. O. Smith Corporation Switched reluctance position sensing
US20040002000A1 (en) * 2002-06-26 2004-01-01 Nissan Motor Co., Ltd. Secondary battery
US6806772B2 (en) * 2002-11-06 2004-10-19 Itt Manufacturing Enterprises, Inc. Power transistor array temperature control system
US20080300768A1 (en) * 2006-04-07 2008-12-04 Fuji Jukogyo Kabushiki Kaisha Engine control apparatus
US20120059561A1 (en) * 2009-05-29 2012-03-08 Kenji Niwa Fuel-saving drive recommendation system and fuel-saving drive recommendation method
US20120065831A1 (en) * 2010-09-15 2012-03-15 General Motors Llc Charge Reminder Notification to Increase Electric Only Efficiency
US20150112577A1 (en) * 2012-06-01 2015-04-23 Mahindra & Mahindra Limited Power-economy mode control system for a vehicle

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