WO2021090263A1 - Control system and method of a series hybrid vehicle - Google Patents

Control system and method of a series hybrid vehicle Download PDF

Info

Publication number
WO2021090263A1
WO2021090263A1 PCT/IB2020/060472 IB2020060472W WO2021090263A1 WO 2021090263 A1 WO2021090263 A1 WO 2021090263A1 IB 2020060472 W IB2020060472 W IB 2020060472W WO 2021090263 A1 WO2021090263 A1 WO 2021090263A1
Authority
WO
WIPO (PCT)
Prior art keywords
electric
electric power
power
pac
internal combustion
Prior art date
Application number
PCT/IB2020/060472
Other languages
French (fr)
Inventor
Bruno Vianello
Original Assignee
Texa S.P.A.
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 Texa S.P.A. filed Critical Texa S.P.A.
Publication of WO2021090263A1 publication Critical patent/WO2021090263A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0605—Throttle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0677—Engine power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/086—Power
    • 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
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a control system and method of a series hybrid vehicle.
  • hybrid cars are divided essentially into two different groups based on the type of use of the internal combustion engine: parallel hybrid cars and series hybrid cars (range-extender).
  • a parallel hybrid car is essentially provided with one or more electric motors that transmit the motion to the wheels in parallel to the motion transmitted by the internal combustion engine.
  • the objective of the present invention is to provide a control system and method of a series hybrid vehicle, which allows the driver to be able to enjoy acoustic feelings (sound and vibrations) and driving dynamic similar to those of an internal combustion propulsion car.
  • Figure 1 shows a schematic view of a series hybrid car provided with the control system object of the present invention.
  • Figure 2 shows a block diagram of a control system of the series hybrid car manufactured according to the present invention.
  • the present invention is based essentially on the idea of making it possible for the acceleration command to be used, on the one hand, for controlling the electric propulsion, and on the other hand for controlling also the torque of the internal combustion engine (and therefore the number of revolutions/minute thereof) in a synchronised manner with the movement of the accelerator pedal actuated by the driver.
  • the direct control of the internal combustion engine of the series hybrid vehicle in response to the actuation of the accelerator pedal, associated with the simultaneous control of the electric propulsion has the technical effect of synchronising the sound/vibrations generated directly by the internal combustion engine with the "dynamic" of the vehicle, i.e. with the electric driving thereof. This causes in the driver and/or in the observers of the series hybrid vehicle, acoustic feelings totally similar to those generated by a vehicle provided exclusively with an internal combustion propulsion.
  • reference numeral 1 indicates as a whole a control system 1 of a series hybrid vehicle 2 comprising: an internal combustion engine 3, an electric generator 4, a vehicle control unit 5 (VCU - acronym for Vehicle Control Unit), at least one battery assembly 6, and an energy management unit 7 (EMU - acronym for Energy Management Unit).
  • VCU vehicle control unit
  • EMU energy management unit
  • the series hybrid vehicle 2 can comprise preferably: a front electric axle 8 and a rear electric axle 8.
  • Each electric axle 8 comprises two driving wheels 9 connected to respective electric motors 10.
  • the electric motors 10 can comprise for example polyphase induction motors or permanent magnet synchronous motors or similar. It is understood that the present invention is not limited to the use of four electric motors 10 for the independent control of the four wheels 9 (as shown in the attached Figures) but can provide for other embodiment variants (not illustrated) wherein, for example, the use of an electric motor which transfers the motion to the two wheels 9 of the relative electric axle is provided for, preferably, for example, by means of a differential. Furthermore, it is understood that the present invention is not limited to the use of two electric axles 8, but can provide for the use of a single electric axle, which can be arranged in front position or in rear position.
  • the control system 1 comprises for each electric motor 10, an inverter 11 DC/AC electronically connected to the energy management unit 7 and to the relative electric motor 10.
  • the inverter 11 is configured to make the electric motor 10 work in: a motor condition, wherein it absorbs electric power and generates a driving mechanical torque, or in a generator condition, wherein it absorbs mechanical energy and generates electric power during a deceleration or braking of the vehicle.
  • the inverter 11 is selectively designed to: receive from the energy management unit 7 a supply electric power PA (preferably in the form of direct voltage and direct current) when the relative electric motor 10 operates in the motor condition; provide motor 10 with a polyphase alternating electric driving power PT for regulating the driving torque (and therefore the speed); provide the energy management unit 7 with an electric power PM generated by the motor 10 when the latter operates in the generator condition.
  • a supply electric power PA preferably in the form of direct voltage and direct current
  • PA preferably in the form of direct voltage and direct current
  • the internal combustion engine 3 With regard to the internal combustion engine 3, it is mechanically connected to the electric generator 4 so as to make it rotate for generating an electric power, indicated hereafter with generated additional electric power PG.
  • the internal combustion engine 3 has the exclusive objective to actuate the electric generator 4 for generating the additional electric power PG and therefore has no type of mechanical connection with the wheels 9 for the transmission to the same of the motion thereof.
  • the electric generator 4 can comprise, for example, a polyphase electric generator structured to generate a polyphase alternating additional electric power PG (alternating current and voltage).
  • the electric generator 4 is electrically connected to the energy management unit 7 preferably by means of a synchronous rectifier phase 12 and a regulator phase 13, which are designed to rectify and, respectively, regulate the three- phase alternating electric power PG generated by the electric generator 4 so as to supply it in a fixed manner, in terms of voltage/current, to the energy management unit 7.
  • the battery assembly 6 it can be provided with one or more accumulators of chemical type or accumulators of other type, such as for example the so-called supercaps (not illustrated) having a high capacity of storing electric energy and is designed to supply an accumulated electric power PAC.
  • the battery assembly 6 can be connected to the energy management unit 7, and is rechargeable also by means of a connection to a power grid (not illustrated) for example by means of a power point PE, through a vehicle recharge electric system.
  • the vehicle recharge electric system can be provided, for example, with a supply electric device 14 which is mounted on board the series hybrid vehicle 2 (on Board Charger) and is designed to receive electric power from the power point PE for supplying it to the battery assembly 6.
  • a supply electric device 14 which is mounted on board the series hybrid vehicle 2 (on Board Charger) and is designed to receive electric power from the power point PE for supplying it to the battery assembly 6.
  • the battery assembly 6 is configured to supply the accumulated electric power PAC to the energy management unit 7, or alternatively to receive from the same, a recharge electric power PRIC used for recharging the batteries electrically.
  • the series hybrid vehicle 2 can be provided with a low voltage and low power electrical system (not illustrated), which can have a nominal voltage of 12 Volt.
  • the low voltage electrical system can be destined to supply electronic control circuits and electronic auxiliary circuits and is provided with a storage device 15 (i.e. with its own chemical battery) preferably designed to receive electric energy from the energy management unit 7 by means of an electronic power converter DC-DC 16.
  • a storage device 15 i.e. with its own chemical battery
  • the series hybrid vehicle 2 also comprises a user command system 30 for allowing a user to give one or more vehicle commands to the series hybrid vehicle 1.
  • the user command system 30 can comprise an acceleration command organ 30a designed to provide the acceleration command of the driver of the vehicle.
  • the acceleration command organ 30a can comprise an accelerator pedal, or an acceleration command lever, and at least one sensor device (not illustrated) which detects the angular position (or the pressure) of the accelerator pedal (of the acceleration command organ 30a) and provides the acceleration command to the vehicle control unit 5.
  • the acceleration command can be provided by means of indicative data/signals, for example, of the opening degree of, and/or the pressure exerted on the accelerator pedal.
  • the vehicle control unit 5 is designed to control both the torque of the internal combustion engine 3 and therefore the number of revolutions/minute thereof in a synchronised manner with the acceleration command given by the driver by means of the accelerator pedal, and in a selective manner, the torque of the electric motors 10 in response at least to the acceleration command.
  • the vehicle control unit 5 can be configured to implement vehicle control algorithms which, on the one hand, selectively control the traction exerted on the wheels 9 by the electric motors 10 according to the acceleration command imparted by the user, and simultaneously control the variation of torque and/or of number of revolutions/minute of the internal combustion engine 3 based on the same acceleration command.
  • the Applicant has found that thanks to the above described and illustrated control, a matching of the sound of the internal combustion engine 3 with the advantages deriving from the electric driving is obtained.
  • the internal combustion engine 3 responding to the acceleration command of the user exerts on the user strong driving impressions totally similar to those enjoyed when driving an internal combustion propulsion vehicle, since the noise/sound and the vibrations perceived by the user are those actually generated by the internal combustion engine 3 during the torque variation thereof.
  • the vehicle control unit 5 is configured to: receive the acceleration command imparted by the driver by means of the acceleration command organ 30a, control the torque of the internal combustion engine 3 in a substantially synchronised manner (about simultaneously) with the actuation of the acceleration command organ 30a, and contextually, selectively control via the energy management unit 7, the electric driving powers PT supplied to the electric motors 10 by means of the respective inverters 11, both in response to the actuation of the acceleration command organ 30a (for example by means of a command imparted by the vehicle control unit 5), and based on the accumulated electric power PAC and the additional power PG generated by the electric generator 4.
  • the energy management unit 7 cooperates with the vehicle control unit 5 so as to control, by means of the inverters 11, the driving torque to be imparted to the electric motors 10 based on the acceleration command, managing the electric powers supplied to the same based on the accumulated electric power PAC and on the additional electric power PG generated by the electric generator 4, available at the input.
  • the energy management unit 7 can use for generating driving powers PT, the accumulated electric power PAC available at the input and, additionally, the generated additional electric power PG, in the case where the overall value of the driving powers PT to be supplied to the electric motors 10 is greater than the accumulated electric power PAC or vice versa.
  • the management operations of the power available at the input to the energy management unit 7 implemented by the same can in fact depend, on the one hand, on the overall electric driving power PT to be supplied to the motors 10 for satisfying at least the acceleration command, and on the other hand on the accumulated electric powers PAC and on the generated additional power PG received at the input from the energy management unit 7.
  • the energy management unit 7 can essentially use the accumulated electric power PAC in the initial control step of the electric motors 10, so as to allow the internal combustion engine 3 to reach in turn an operational condition wherein the electric generator 4 generates an additional electric power PG sufficient for being used by the energy management unit 7 in addition to the accumulated electric power PAC for generating the driving powers PT, so as to be able to satisfy by means of the electric motors 10, the acceleration requested.
  • the energy management unit 7 can manage the additional electric power PG which continues to be generated by the internal combustion engine 3, and/or the electric power PM generated by each motor 10 in the generator condition for recharging the battery assembly 6.
  • the energy management unit 7 supplies the supply power PA to the inverters 11 using the accumulated electric power PAC available from the accumulated electric energy assembly 6 based on the power to be supplied to the electric motors 10.
  • the first operational condition can occur, for example, when the accumulated electric power PAC is sufficient for satisfying the dynamic conditions of the series hybrid vehicle 2, i.e. for being able to control the electric motors 10 according to what determined by/requested from, instant after instant, the vehicle control unit 5.
  • the energy management unit 7 can supply the supply power PA to the inverters 11 using the accumulated electric power PAC and, additionally, also the additional electric power PG generated by the electric generator 4.
  • the second operational condition can occur for example when the accumulated electric power PAC is insufficient for being able to generate the driving power PT necessary for controlling the electric motors 10 so as to satisfy the condition requested by the vehicle control unit 5 and simultaneously the additional electric power PG is used for compensating such energy insufficiency.
  • control system 1 can be configured to: determine an objective torque to be imparted to each electric motor 10 for controlling the hybrid vehicle 2 based on the acceleration command of the user, calculate/determine the overall supply electric power PA to be supplied to the inverters 11 based on the fixed objective torque, determine/measure the additional electric power PG generated by the electric generator 4; for example, determine the additional electric power PG available at the output generated by the voltage regulator device 13, control if the accumulated electric power PAC is greater or equal to the overall calculated/determined supply electric power PA, if the accumulated electric power PAC is greater or equal to the overall supply electric power PA requested for controlling the electric motors 10 (and therefore sufficient), make the energy management unit 7 work in the first operational condition, if instead the accumulated electric power PAC is lesser than the overall supply electric power PA requested for controlling the electric motors 10 (and therefore insufficient), determine the additional power requested and make the energy management unit 7 transit from the first operational condition to the second operational condition.
  • the energy management unit 7 can operate, alternatively and/or additionally to the abovementioned first and second condition, in a third operational condition, when the electric motors 10 operate in the generator condition.
  • the energy management unit 7 supplies the recharge electric power PRIC to the battery assembly 6 using conveniently the motor electric powers PM generated by the electric motors 10 in the generator condition and the additional electric power PG generated by the electric generator 4.
  • control system 1 can provide for the use of a user command device (not illustrated) which allows the user to act on (switch off or switch on) the use of the internal combustion engine 3.
  • the internal combustion engine 3 can be switched off or switched on by the user command.
  • the advantages of the system described above are at least the following.
  • the acoustic feeling of the driver of the series hybrid vehicle in terms of sound/vibrations is satisfied thanks to the direct control of the internal combustion engine carried out by the system in synchronism with the actuation of the accelerator pedal by the driver.
  • the user enjoys the same feelings in terms of sound/vibrations and driving of a traditional sports car with internal combustion engine.
  • the electric power generated by the internal combustion engine in direct response to the acceleration command imparted by the driver allows the system to be able to make up for the critical energy conditions, wherein the electric power supplied by the battery assembly results to be insufficient for being able to reach the dynamic performance requested by the driver, for example in the case of particularly high performances in terms of acceleration/speed .
  • the direct control of the internal combustion engine by the system is conducted maintaining all the advantages deriving from the traditional control of an electric propulsion.
  • the vehicle can be homologated based on the reduction of the C02 obtained thanks to the electric propulsion.
  • the vehicle being essentially an electric propulsion vehicle and being provided with a device that allows the user to act on the internal combustion engine, it can enter restricted traffic zones with no limitations. LIST OF THE REFERENCE NUMERALS AND OF THE ACRONYMS OF THE

Abstract

A control system (1) of a series hybrid vehicle (2) comprising: an accelerator pedal, a battery assembly (6) designed to supply an accumulated electric power (PAG), an internal combustion engine (3), an electric generator (4) which is mechanically driven by the internal combustion engine (3) to supply an additional electric power (PG), at least one electric motor (10) for the driving of two wheels (9) electrically connected to an inverter (11), an energy management unit (7) which receives the accumulated electric power (PAG) and the additional electric power (PG) and controls the electric driving power (PT) supplied to the electric motor (10), a vehicle electronic control unit (5) which controls the torque of the internal combustion engine (3) in a synchronised manner with the actuation of the accelerator pedal and, simultaneously, controls by means of the energy management unit (7), the electric driving power (PT) supplied to the electric motor (10) in simultaneous response to the actuation of the accelerator pedal and on the basis of the accumulated electric power (PAG) and of the additional electric power (PG).

Description

"CONTROL SYSTEM AND METHOD OF A SERIES HYBRID VEHICLE"
CROSS-REFERENCE TO RELATED APPLICATIONS
This patent application claims priority from Italian patent application no. 102019000020504 filed on 06/11/2019, the entire disclosure of which is incorporated herein by reference
TECHNICAL FIELD
The present invention relates to a control system and method of a series hybrid vehicle.
PRIOR ART
As is known, "hybrid" cars are divided essentially into two different groups based on the type of use of the internal combustion engine: parallel hybrid cars and series hybrid cars (range-extender).
A parallel hybrid car is essentially provided with one or more electric motors that transmit the motion to the wheels in parallel to the motion transmitted by the internal combustion engine.
In the series hybrid cars, there is no transmission of the motion to the wheels by the internal combustion engine, which instead carries out a mere actuation function of an electric generator to produce the energy necessary for the functioning of the electric propulsion system.
The need has arisen in drivers of series hybrid cars, especially sports cars, to be able to feel while driving the acoustic feelings, in terms of sound and vibrations, felt while driving internal combustion propulsion cars, i.e. provided only with an internal combustion engine.
DESCRIPTION OF THE INVENTION
The objective of the present invention is to provide a control system and method of a series hybrid vehicle, which allows the driver to be able to enjoy acoustic feelings (sound and vibrations) and driving dynamic similar to those of an internal combustion propulsion car.
The claims describe preferred embodiments of the present invention forming an integral part of the present description.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will now be described with reference to the attached drawings, which illustrate a non limiting embodiment example thereof, wherein:
• Figure 1 shows a schematic view of a series hybrid car provided with the control system object of the present invention; and
• Figure 2 shows a block diagram of a control system of the series hybrid car manufactured according to the present invention.
PREFERRED EMBODIMENTS OF THE INVENTION
The present invention will now be described in detail with reference to the attached Figures to allow a person skilled in the art to manufacture it and use it. Various modifications to the described embodiments will become immediately apparent to those skilled in the art and the described general principles can be applied to other embodiments and applications without thereby departing from the protective scope of the present invention, as defined in the appended claims. Therefore, the present invention must not be considered limited to the described and illustrated embodiments, but it is intended to have the widest protective scope in accordance with the principles and characteristics described and claimed herein.
The present invention is based essentially on the idea of making it possible for the acceleration command to be used, on the one hand, for controlling the electric propulsion, and on the other hand for controlling also the torque of the internal combustion engine (and therefore the number of revolutions/minute thereof) in a synchronised manner with the movement of the accelerator pedal actuated by the driver. The direct control of the internal combustion engine of the series hybrid vehicle in response to the actuation of the accelerator pedal, associated with the simultaneous control of the electric propulsion, has the technical effect of synchronising the sound/vibrations generated directly by the internal combustion engine with the "dynamic" of the vehicle, i.e. with the electric driving thereof. This causes in the driver and/or in the observers of the series hybrid vehicle, acoustic feelings totally similar to those generated by a vehicle provided exclusively with an internal combustion propulsion.
A preferred embodiment of the present invention will be described and illustrated hereafter.
In Figure 1, reference numeral 1 indicates as a whole a control system 1 of a series hybrid vehicle 2 comprising: an internal combustion engine 3, an electric generator 4, a vehicle control unit 5 (VCU - acronym for Vehicle Control Unit), at least one battery assembly 6, and an energy management unit 7 (EMU - acronym for Energy Management Unit).
Furthermore, the series hybrid vehicle 2 can comprise preferably: a front electric axle 8 and a rear electric axle 8. Each electric axle 8 comprises two driving wheels 9 connected to respective electric motors 10. The electric motors 10 can comprise for example polyphase induction motors or permanent magnet synchronous motors or similar. It is understood that the present invention is not limited to the use of four electric motors 10 for the independent control of the four wheels 9 (as shown in the attached Figures) but can provide for other embodiment variants (not illustrated) wherein, for example, the use of an electric motor which transfers the motion to the two wheels 9 of the relative electric axle is provided for, preferably, for example, by means of a differential. Furthermore, it is understood that the present invention is not limited to the use of two electric axles 8, but can provide for the use of a single electric axle, which can be arranged in front position or in rear position.
The control system 1 comprises for each electric motor 10, an inverter 11 DC/AC electronically connected to the energy management unit 7 and to the relative electric motor 10.
The inverter 11 is configured to make the electric motor 10 work in: a motor condition, wherein it absorbs electric power and generates a driving mechanical torque, or in a generator condition, wherein it absorbs mechanical energy and generates electric power during a deceleration or braking of the vehicle.
Preferably, the inverter 11 is selectively designed to: receive from the energy management unit 7 a supply electric power PA (preferably in the form of direct voltage and direct current) when the relative electric motor 10 operates in the motor condition; provide motor 10 with a polyphase alternating electric driving power PT for regulating the driving torque (and therefore the speed); provide the energy management unit 7 with an electric power PM generated by the motor 10 when the latter operates in the generator condition.
With regard to the internal combustion engine 3, it is mechanically connected to the electric generator 4 so as to make it rotate for generating an electric power, indicated hereafter with generated additional electric power PG. The internal combustion engine 3 has the exclusive objective to actuate the electric generator 4 for generating the additional electric power PG and therefore has no type of mechanical connection with the wheels 9 for the transmission to the same of the motion thereof.
With regard to the electric generator 4, it can comprise, for example, a polyphase electric generator structured to generate a polyphase alternating additional electric power PG (alternating current and voltage). The electric generator 4 is electrically connected to the energy management unit 7 preferably by means of a synchronous rectifier phase 12 and a regulator phase 13, which are designed to rectify and, respectively, regulate the three- phase alternating electric power PG generated by the electric generator 4 so as to supply it in a fixed manner, in terms of voltage/current, to the energy management unit 7.
With regard to the battery assembly 6, it can be provided with one or more accumulators of chemical type or accumulators of other type, such as for example the so-called supercaps (not illustrated) having a high capacity of storing electric energy and is designed to supply an accumulated electric power PAC. The battery assembly 6 can be connected to the energy management unit 7, and is rechargeable also by means of a connection to a power grid (not illustrated) for example by means of a power point PE, through a vehicle recharge electric system.
The vehicle recharge electric system can be provided, for example, with a supply electric device 14 which is mounted on board the series hybrid vehicle 2 (on Board Charger) and is designed to receive electric power from the power point PE for supplying it to the battery assembly 6.
Furthermore, the battery assembly 6 is configured to supply the accumulated electric power PAC to the energy management unit 7, or alternatively to receive from the same, a recharge electric power PRIC used for recharging the batteries electrically.
Furthermore, the series hybrid vehicle 2 can be provided with a low voltage and low power electrical system (not illustrated), which can have a nominal voltage of 12 Volt.
The low voltage electrical system can be destined to supply electronic control circuits and electronic auxiliary circuits and is provided with a storage device 15 (i.e. with its own chemical battery) preferably designed to receive electric energy from the energy management unit 7 by means of an electronic power converter DC-DC 16.
With reference to Figures 1 and 2, the series hybrid vehicle 2 also comprises a user command system 30 for allowing a user to give one or more vehicle commands to the series hybrid vehicle 1. The user command system 30 can comprise an acceleration command organ 30a designed to provide the acceleration command of the driver of the vehicle. The acceleration command organ 30a can comprise an accelerator pedal, or an acceleration command lever, and at least one sensor device (not illustrated) which detects the angular position (or the pressure) of the accelerator pedal (of the acceleration command organ 30a) and provides the acceleration command to the vehicle control unit 5. The acceleration command can be provided by means of indicative data/signals, for example, of the opening degree of, and/or the pressure exerted on the accelerator pedal.
According to the present invention, the vehicle control unit 5 is designed to control both the torque of the internal combustion engine 3 and therefore the number of revolutions/minute thereof in a synchronised manner with the acceleration command given by the driver by means of the accelerator pedal, and in a selective manner, the torque of the electric motors 10 in response at least to the acceleration command.
For this purpose, the vehicle control unit 5 can be configured to implement vehicle control algorithms which, on the one hand, selectively control the traction exerted on the wheels 9 by the electric motors 10 according to the acceleration command imparted by the user, and simultaneously control the variation of torque and/or of number of revolutions/minute of the internal combustion engine 3 based on the same acceleration command.
The Applicant has found that thanks to the above described and illustrated control, a matching of the sound of the internal combustion engine 3 with the advantages deriving from the electric driving is obtained. In other words, the internal combustion engine 3 responding to the acceleration command of the user, exerts on the user strong driving impressions totally similar to those enjoyed when driving an internal combustion propulsion vehicle, since the noise/sound and the vibrations perceived by the user are those actually generated by the internal combustion engine 3 during the torque variation thereof.
The vehicle control unit 5 is configured to: receive the acceleration command imparted by the driver by means of the acceleration command organ 30a, control the torque of the internal combustion engine 3 in a substantially synchronised manner (about simultaneously) with the actuation of the acceleration command organ 30a, and contextually, selectively control via the energy management unit 7, the electric driving powers PT supplied to the electric motors 10 by means of the respective inverters 11, both in response to the actuation of the acceleration command organ 30a (for example by means of a command imparted by the vehicle control unit 5), and based on the accumulated electric power PAC and the additional power PG generated by the electric generator 4.
In particular, the energy management unit 7 cooperates with the vehicle control unit 5 so as to control, by means of the inverters 11, the driving torque to be imparted to the electric motors 10 based on the acceleration command, managing the electric powers supplied to the same based on the accumulated electric power PAC and on the additional electric power PG generated by the electric generator 4, available at the input.
Conveniently, in response to an acceleration command, the energy management unit 7 can use for generating driving powers PT, the accumulated electric power PAC available at the input and, additionally, the generated additional electric power PG, in the case where the overall value of the driving powers PT to be supplied to the electric motors 10 is greater than the accumulated electric power PAC or vice versa.
The management operations of the power available at the input to the energy management unit 7 implemented by the same can in fact depend, on the one hand, on the overall electric driving power PT to be supplied to the motors 10 for satisfying at least the acceleration command, and on the other hand on the accumulated electric powers PAC and on the generated additional power PG received at the input from the energy management unit 7.
For example, in the case where, in a condition of substantially stationary vehicle, the driver imparts a command requesting maximum acceleration (maximum pressure on the acceleration pedal), the energy management unit 7 can essentially use the accumulated electric power PAC in the initial control step of the electric motors 10, so as to allow the internal combustion engine 3 to reach in turn an operational condition wherein the electric generator 4 generates an additional electric power PG sufficient for being used by the energy management unit 7 in addition to the accumulated electric power PAC for generating the driving powers PT, so as to be able to satisfy by means of the electric motors 10, the acceleration requested.
It is understood that in the case of deceleration and/or braking of the series hybrid vehicle 2, commanded in response to commands imparted by means of vehicle command organs
(brake or similar), the energy management unit 7 can manage the additional electric power PG which continues to be generated by the internal combustion engine 3, and/or the electric power PM generated by each motor 10 in the generator condition for recharging the battery assembly 6.
More in detail, in a first operational condition, the energy management unit 7 supplies the supply power PA to the inverters 11 using the accumulated electric power PAC available from the accumulated electric energy assembly 6 based on the power to be supplied to the electric motors 10. The first operational condition can occur, for example, when the accumulated electric power PAC is sufficient for satisfying the dynamic conditions of the series hybrid vehicle 2, i.e. for being able to control the electric motors 10 according to what determined by/requested from, instant after instant, the vehicle control unit 5.
In a second operational condition, the energy management unit 7 can supply the supply power PA to the inverters 11 using the accumulated electric power PAC and, additionally, also the additional electric power PG generated by the electric generator 4. The second operational condition can occur for example when the accumulated electric power PAC is insufficient for being able to generate the driving power PT necessary for controlling the electric motors 10 so as to satisfy the condition requested by the vehicle control unit 5 and simultaneously the additional electric power PG is used for compensating such energy insufficiency.
According to a possible embodiment, the control system 1 can be configured to: determine an objective torque to be imparted to each electric motor 10 for controlling the hybrid vehicle 2 based on the acceleration command of the user, calculate/determine the overall supply electric power PA to be supplied to the inverters 11 based on the fixed objective torque, determine/measure the additional electric power PG generated by the electric generator 4; for example, determine the additional electric power PG available at the output generated by the voltage regulator device 13, control if the accumulated electric power PAC is greater or equal to the overall calculated/determined supply electric power PA, if the accumulated electric power PAC is greater or equal to the overall supply electric power PA requested for controlling the electric motors 10 (and therefore sufficient), make the energy management unit 7 work in the first operational condition, if instead the accumulated electric power PAC is lesser than the overall supply electric power PA requested for controlling the electric motors 10 (and therefore insufficient), determine the additional power requested and make the energy management unit 7 transit from the first operational condition to the second operational condition.
According to a possible embodiment, the energy management unit 7 can operate, alternatively and/or additionally to the abovementioned first and second condition, in a third operational condition, when the electric motors 10 operate in the generator condition. In the third operational condition, the energy management unit 7 supplies the recharge electric power PRIC to the battery assembly 6 using conveniently the motor electric powers PM generated by the electric motors 10 in the generator condition and the additional electric power PG generated by the electric generator 4.
According to a possible embodiment, the control system 1 can provide for the use of a user command device (not illustrated) which allows the user to act on (switch off or switch on) the use of the internal combustion engine 3. In this case, the internal combustion engine 3 can be switched off or switched on by the user command.
The advantages of the system described above are at least the following. The acoustic feeling of the driver of the series hybrid vehicle in terms of sound/vibrations is satisfied thanks to the direct control of the internal combustion engine carried out by the system in synchronism with the actuation of the accelerator pedal by the driver. In particular, the user enjoys the same feelings in terms of sound/vibrations and driving of a traditional sports car with internal combustion engine.
The electric power generated by the internal combustion engine in direct response to the acceleration command imparted by the driver, allows the system to be able to make up for the critical energy conditions, wherein the electric power supplied by the battery assembly results to be insufficient for being able to reach the dynamic performance requested by the driver, for example in the case of particularly high performances in terms of acceleration/speed .
Furthermore, the direct control of the internal combustion engine by the system is conducted maintaining all the advantages deriving from the traditional control of an electric propulsion. In fact, the vehicle can be homologated based on the reduction of the C02 obtained thanks to the electric propulsion. Furthermore, the vehicle being essentially an electric propulsion vehicle and being provided with a device that allows the user to act on the internal combustion engine, it can enter restricted traffic zones with no limitations. LIST OF THE REFERENCE NUMERALS AND OF THE ACRONYMS OF THE
FIGURES
1 control system
2 series hybrid vehicle
3 internal combustion engine
4 electric generator
5 vehicle control unit
6 battery assembly
7 energy management unit
8 axle
9 wheel
10 electric motor
11 inverter
12 synchronous rectifier phase
13 voltage regulator phase
14 supply electric device
15 storage device
16 electronic power converter DC-DC
30 user command system
30a acceleration command organ
PA supply electric power
PM motor electric power
PT electric driving power
PG generated additional electric power PAC accumulated electric power
PRIC recharge electric power.

Claims

C L A IM S
1. A control system (1) of a series hybrid vehicle (2) comprising:
- an accelerator pedal (3a) to command an acceleration command to said series hybrid vehicle (2), a battery assembly (6) designed to supply an accumulated electric power (PAC),
- an internal combustion engine (3), which has no transmission/connection mechanisms with the wheels (9) of said series hybrid vehicle (2),
- an electric generator (4), which is mechanically driven by said internal combustion engine (3) to supply an additional electric power (PG),
- at least an electric motor (10) for the driving of one or more wheels (9) of said series hybrid vehicle (2), the electric motor (10) is electrically connected to an inverter (11) to receive an electric driving power (PT),
- an energy management unit (7) configured to: receive said accumulated electric power (PAC) and said additional electric power (PG) and to control the electric driving power (PT) supplied to said electric motor (10) by means of said inverter (11),
- a vehicle electronic control unit (5) that is configured to: control the torque of said internal combustion engine (3) in a synchronised manner with the actuation of the accelerator pedal (3a) so as to generate a sound effect similar to a traditional internal combustion engine vehicle and so as to generate said additional power (PG) via said electric generator (4), and simultaneously, control by means of said energy management unit (7), the electric driving power (PT) supplied to said electric motor (10) via said inverter (11) in response to the actuation of the accelerator pedal (3a) and on the basis of the accumulated electric power (PAC) and of said generated additional electric power (PG).
2. The control system according to Claim 1, comprising a plurality of electric motors (10) for driving respective wheels (9) electrically connected to respective inverters (11), said vehicle electronic control unit (5) being configured to implement the vehicle control algorithms so as to selectively control, via said energy management unit (7), the traction exerted on the wheels (9) by the electric motors (10) according to the acceleration command imparted by the user through the actuation of the accelerator pedal (3a) and simultaneously control the torque variation of the internal combustion engine (3) on the basis of the same acceleration command.
3. The control system according to any one of the preceding claims, wherein the energy management unit (7) cooperates with the vehicle electronic control unit (5) so as to control, via said inverters (11), the driving torque imparted to the electric motors (10) on the basis of said acceleration command, and manage the electric powers supplied to the electric motors (10) on the basis of the accumulated electric power (PAC) and of the additional electric power (PG) available at the input to the energy management unit (7).
4. The control system according to any one of the preceding claims wherein, in response to the acceleration command, the energy management unit (7) uses the accumulated electric power (PAC) available at the input and, additionally, the additional electric power (PG), in the case where the overall value of the electric driving powers (PT) to be supplied to the electric motors (10) is greater than said accumulated electric power (PAC).
5. The control system according to any one of the preceding claims, wherein the power management operations, implemented by the energy management unit (7), depend on the overall electric driving power (PT) to be supplied to the electric motors (10) in order to satisfy at least the acceleration command, and on the accumulated electric power (PAC) and on the additional electric power (PG).
6. A control method (1) of a series hybrid vehicle (2) comprising:
- an accelerator pedal (3a) to command an acceleration command to said series hybrid vehicle (2), a battery assembly (6) designed to supply an accumulated electric power (PAC),
- an internal combustion engine (3), which has no transmission/connection mechanisms with the wheels (9) of said series hybrid vehicle (2),
- an electric generator (4), which is mechanically driven by said internal combustion engine (3) to supply an additional electric power (PG),
- at least an electric motor (10) for the driving of one or more wheels (9) of said series hybrid vehicle (2), the electric motor (10) is electrically connected to an inverter (11),
- an energy management unit (7) configured to: receive said accumulated electric power (PAC) and said additional electric power (PG) and to control the electric driving power (PT) supplied to said electric motor (10) by means of said inverter (11), said method comprising the steps of: controlling the torque of the internal combustion engine (3) in a synchronised manner with the actuation of the accelerator pedal (3a) so as to a generate a sound effect similar to that of a traditional internal combustion engine vehicle, and so as to generate said additional power (PG) via said electric generator (4), and simultaneously, controlling by means of said energy management unit (7), the electric driving power (PT) supplied to said electric motor (10) via said inverter (11) in response to the actuation of the accelerator pedal (3a) and on the basis of the accumulated electric power (PAC) and of said additional electric power (PG).
7. The control method according to Claim 6, comprising a plurality of electric motors (10) for driving respective wheels (9) electrically connected to respective inverters (11), said method comprising the step of implementing vehicle control algorithms so as to selectively control, via said energy management unit (7), the traction exerted on the wheels (9) by the electric motors (10) according to the acceleration command imparted by the user through said accelerator pedal (3a), and simultaneously control the torque variation of the internal combustion engine (3) on the basis of said acceleration command.
8. The control method according to Claim 6 or 7, comprising the step of controlling, via said inverters (11), the driving torque imparted to the electric motors (10) on the basis of said acceleration command, and managing the electric powers supplied to the same on the basis of the accumulated electric power (PAC) and of the additional electric power (PG).
9. The control method according to any one of the claims from 6 to 8, comprising the step of using, in response to an acceleration command, the accumulated electric power (PAC) and, additionally, the additional electric power (PG), in the case where the overall value of the electric driving powers (PT) to be supplied to the electric motors (10) is greater than the accumulated electric power (PAC).
10. The control method according to any one of the claims from 6 to 9, wherein the power management operations depend on the overall electric driving power (PT) to be supplied to the electric motors (10) in order to satisfy at least the acceleration command, and on the accumulated electric power (PAC) and on the additional electric power (PG).
PCT/IB2020/060472 2019-11-06 2020-11-06 Control system and method of a series hybrid vehicle WO2021090263A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT102019000020504 2019-11-06
IT102019000020504A IT201900020504A1 (en) 2019-11-06 2019-11-06 METHOD AND CONTROL SYSTEM OF A HYBRID-SERIES VEHICLE

Publications (1)

Publication Number Publication Date
WO2021090263A1 true WO2021090263A1 (en) 2021-05-14

Family

ID=69903777

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB2020/060472 WO2021090263A1 (en) 2019-11-06 2020-11-06 Control system and method of a series hybrid vehicle

Country Status (2)

Country Link
IT (1) IT201900020504A1 (en)
WO (1) WO2021090263A1 (en)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013145333A1 (en) * 2012-03-30 2013-10-03 Honda Motor Co., Ltd. Internal combustion engine control apparatus and internal combustion engine control method
WO2017213838A1 (en) * 2016-06-10 2017-12-14 Heinz Welschoff All electric vehicle without plug-in requirement

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013145333A1 (en) * 2012-03-30 2013-10-03 Honda Motor Co., Ltd. Internal combustion engine control apparatus and internal combustion engine control method
WO2017213838A1 (en) * 2016-06-10 2017-12-14 Heinz Welschoff All electric vehicle without plug-in requirement

Also Published As

Publication number Publication date
IT201900020504A1 (en) 2021-05-06

Similar Documents

Publication Publication Date Title
US7958960B2 (en) Driving force control apparatus for a vehicle that drives wheel units independently
US7937194B2 (en) System and method for reducing wheel slip and wheel locking in an electric vehicle
JP4390785B2 (en) Driving force control device for four-wheel drive vehicle
JP4648054B2 (en) Hybrid vehicle, control device for electric drive device and electric drive device
JP4221494B2 (en) Control device for hybrid vehicle
JP5943011B2 (en) Hybrid vehicle
KR101248694B1 (en) Method for operation of a hybrid vehicle
WO2011145441A1 (en) Device and method for controlling electric vehicle
WO2007141984A1 (en) Controller of hybrid vehicle and hybrid vehicle
WO2018011968A1 (en) Torque control method and torque control device
JP2010006309A (en) Control device for vehicle
CN111491839B (en) Control method and control device for hybrid vehicle
JP2013177121A (en) Hybrid drive
JP2010141997A (en) Electric vehicle and method of controlling the same
JP2009220765A (en) Control device for hybrid vehicle
JP2010013042A (en) Vehicle controller
JP2016107803A (en) Braking control method of hybrid vehicle
JP6915696B2 (en) Regenerative brake control method and regenerative brake control device
JP2006197756A (en) Regenerative braking controller for vehicle
US11639114B2 (en) Efficiency optimization of multi-motor electric vehicles
EP4023475B1 (en) Control system and control method of a series hybrid vehicle
WO2021090263A1 (en) Control system and method of a series hybrid vehicle
JP6137045B2 (en) Vehicle drive motor control device
JP7201101B2 (en) vehicle braking device
WO2021235300A1 (en) Control device for hybrid vehicle

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 20819864

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 20819864

Country of ref document: EP

Kind code of ref document: A1