WO2022270963A1

WO2022270963A1 - Retrofit micro hybrid system, and hybrid system operating method using same

Info

Publication number: WO2022270963A1
Application number: PCT/KR2022/008996
Authority: WO
Inventors: 최익준
Original assignee: 최익준
Priority date: 2021-06-24
Filing date: 2022-06-24
Publication date: 2022-12-29
Also published as: KR102335652B1

Abstract

The present invention relates to a micro hybrid system improving engine output and motor output operations so as to enhance the functions thereof, and provides a micro hybrid system that can be installed in a conventional vehicle having an engine to drive one or more wheels, the system comprising a hybrid control unit which uses the output of an ignition and driving unit as driving power in order to assist engine output such that output that is suitable for the intended output of a user can be distributed.

Description

Retrofit micro hybrid system and operation method of the hybrid system using the same

The present invention relates to a hybrid system of a vehicle, and more particularly, to a micro-hybrid system and a control method thereof that can improve a vehicle that can be driven only by engine power in a simple manner and satisfy both efficiency and operation feeling.

In general, a hybrid electric vehicle refers to using both an internal combustion engine and battery power as power sources. Such a hybrid vehicle uses both the mechanical energy of the engine and the electric energy of the battery, uses the optimal operating range of the engine and motor, and recovers energy during braking, thereby improving fuel efficiency and enabling efficient energy management.

A typical hybrid vehicle includes an electric vehicle mode (EV mode) that uses only the torque of the motor by engaging or disengaging the engine clutch, a hybrid electric vehicle mode (HEV mode) that uses the torque of the motor as auxiliary torque while using the engine torque as the main torque, and a hybrid electric vehicle mode. Driving in a driving mode such as a regenerative braking mode in which braking and inertial energy is recovered through power generation of the motor to charge a battery when braking or driving by inertia of the vehicle is provided.

The above forms are sometimes classified as hard types, and in contrast, mild hybrids or micro hybrids exist. In the case of the micro-hybrid, a mild hybrid starter & generator (MHSG) that starts an engine or generates power based on the output of the engine is provided instead of the alternator. In this way, the micro hybrid vehicle does not have a driving mode in which the vehicle is driven only by the torque of the motor, but the engine torque can be assisted according to the driving condition using ISG (Idle Stop and Go) or BSG (Belt driven integrated starter generator), and regenerative Since a battery (eg, a 48 V battery) can be charged through braking, fuel efficiency of the vehicle can be improved.

Since hybrid vehicles have both the advantages of electric vehicles and internal combustion engines, demand and supply are increasing in line with eco-friendly demands. Hybrid finished cars were accepted as a transitional form before moving to the electric car era, but now they can compensate for the shortcomings of internal combustion engine cars and electric cars, so an independent market is formed.

Accordingly, a conventional internal combustion engine using only diesel or gasoline as a raw material, an electric vehicle using a battery or fuel cell driven purely by electricity, and a hybrid vehicle using both an internal combustion engine and a motor coexist.

On the other hand, internal combustion engine vehicles currently in operation do not satisfy the exhaust gas regulation policy that is strengthened over time because the emission regulation was applied at the time of manufacture, causing environmental pollution such as fine dust (PM), SOX, NOX, and CO2. It is problematic because it does not respond to the request of the times for the reduction of materials.

However, the impact of electric vehicles or hybrid vehicles that can contribute to the prevention of environmental pollution is small because internal combustion engine vehicles account for an overwhelmingly high proportion of vehicles currently in operation around the world. Although each country has a long-term plan to switch to electric vehicles, the long-term coexistence of pure internal combustion engine vehicles is unavoidable, and considering energy efficiency and emission reduction, measures for internal combustion engine vehicles in operation are more important than the spread of hybrid or electric vehicles. It's urgent.

Attempts to improve existing internal combustion engine vehicles into hybrid vehicles have been insignificant, but some technologies have been proposed, and Korean Patent Publication No. 10-2016-0096855 discloses such a conventional hybrid kit. 1 is a configuration diagram showing that a conventional hybrid kit is applied to a vehicle.

Looking at this in detail, it includes a first sprocket 110, a motor 120, a second sprocket 130, and a power transmission chain 140, and the first sprocket 110 is one of wheels installed in a vehicle, an internal combustion engine. It is installed coaxially with the driven wheel 60 that does not receive the driving force by (10), rotates integrally with the driven wheel 60, and gear teeth may be formed on the outer circumference. In addition, the motor 120 may be installed in a vehicle and driven by receiving power from a battery 42 or a generator (not shown) installed in the vehicle. In addition, the motor 120 may be coupled to and supported by the vehicle body 5 instead of being supported by a wheel or a knuckle (not shown) of the vehicle. That is, the motor 120 may be coupled to the upper side of a suspension device (not shown) of the vehicle to form a part of the suspended mass. The second sprocket 130 is provided to be rotated by the motor 120, and gear teeth may be formed around it. The power transmission chain 140 is disposed to span the first sprocket 110 and the second sprocket 130, and is engaged with the gear teeth of the first sprocket 110 and the second sprocket 130, It may be provided to transmit mutual rotational force between the first sprocket 110 and the second sprocket 130. Therefore, when the motor 120 is rotated, rotational force is transmitted to the driven wheel 60 through the first sprocket 110 through the power transmission chain 140, and the driving wheel driven by the internal combustion engine 10 ( 50) or drive the vehicle alone.

By the way, in the case of a complete hybrid vehicle, since the conversion or harmony of the output of the engine and motor is adjusted to some extent before shipment, it does not cause a major problem in operation. Harmonizing the output of . Furthermore, it is virtually impossible with the illustrated system to match the number of revolutions and torque in the process of adding or converting the output of the motor while driving only by the engine.

For this reason, there is no actual case of mounting a hybrid system on a conventional internal combustion engine, and drivers do not attempt to install the hybrid system due to instability and heterogeneity of the power system.

However, considering the reality that conventional internal combustion engine vehicles are still in operation, it is necessary to mount a hybrid system to achieve economic feasibility through fuel efficiency improvement and pollution prevention through emission reduction.

In order to solve the above problems, the present invention provides a retrofit micro hybrid system that can be mounted on a finished vehicle with an internal combustion engine and has improved functions to harmonize the power system and eliminate the sense of difference in operation, and a method for operating the hybrid system thereby. intended to provide

The present invention provides a hybrid system that can be installed in an existing vehicle equipped with an engine controlled by a main controller to drive wheels.

It is configured to include a starting and driving unit 1010, a battery unit 1020 that provides power to the starting and driving unit, and a hybrid control unit 1100 that converts motor torque and outputs a control signal to the starting and driving unit. .

As an example, the hybrid control unit may receive a pedal effort signal, convert expected torque and motor torque corresponding thereto, calculate final engine torque, and transmit a virtual pedal signal to the main controller.

The hybrid control unit includes an input unit 1110 that receives driving information including a pedal effort signal, an operation unit 1200 that converts expected torque and motor torque and generates a virtual pedal signal, a starting and driving unit, and a main controller. An output unit 1120 for outputting a signal may be provided.

The hybrid control unit preferably further includes a battery management unit 1130 that monitors the state of the battery unit and controls charging and discharging.

In addition, the calculation unit converts the engine torque map data 1211 into which the engine torque is converted into data, the motor torque map data 1212 into which the motor torque becomes data, and the expected torque corresponding to the pedal effort signal from the engine torque map data. a torque matching unit 1230 that converts the motor torque corresponding to the pedal effort signal from the motor torque map data and calculates the final engine torque; and a virtual engine torque corresponding to the calculated final engine torque. Preferably, a pedal virtualization unit 1240 for generating a pedal signal is provided.

On the other hand, the present invention, by the retrofit micro-hybrid system, includes the steps of a) receiving the pedal effort signal Pθi from the input unit, b) determining whether the battery unit has a set remaining capacity or more, and c) the If the remaining amount is equal to or greater than the remaining amount set in step b), the operation unit converts the expected torque (Tc) from the pedal effort signal, d) the operation unit converts the motor torque (Tm) for the vehicle speed, and e) the operation unit calculates the expected torque calculating a final engine torque (Te) with a difference in motor torque, f) transmitting a control signal corresponding to the motor torque from an output unit to a starting and driving unit, and converting a virtual pedal signal (Pθ calculation) into a pedal output signal (Pθe) It provides an operating method of a micro hybrid system including the step of transmitting to the main controller as.

According to the present invention, it is possible to operate a micro-hybrid system by installing it in a relatively simple process even in a complete vehicle with an internal combustion engine that is not equipped with a hybrid system, so there is an effect of high economic efficiency.

In addition, since it is possible to harmonize the engine torque and the motor torque while installing the BSG post facto, there is an effect of enabling driving with the driving sense of an internal combustion engine vehicle without compromising the driver's feeling of operation.

In addition, there is an effect of reducing environmental pollution caused by internal combustion engine vehicles currently operating on roads around the world in a transitional period before switching to electric vehicles due to significantly reduced emissions.

1 is a configuration diagram showing that a conventional hybrid kit is applied to a vehicle.

2 is a configuration diagram illustrating a retrofit micro-hybrid system according to the concept of the present invention.

3 is a block diagram illustrating a hybrid control unit in the retrofit micro hybrid system of the present invention.

4 is a block diagram for explaining an embodiment of an output unit of a hybrid control unit.

5 is a block diagram for explaining an arithmetic unit of a hybrid control unit.

6 is a flowchart showing an operating method of the retrofit micro hybrid system of the present invention.

Hereinafter, a retrofit micro hybrid system according to a preferred embodiment of the present invention and a method of operating the hybrid system according to the retrofit micro hybrid system will be described in detail with reference to the accompanying drawings.

However, the embodiments described below are only intended to be described in detail so that those skilled in the art can easily practice the invention, thereby limiting the scope of protection of the present invention. doesn't mean

In the following description, when a part is said to be 'connected' to another part, this includes not only the case where it is directly connected but also the case where it is connected with another element or device in between. In addition, when a certain part 'includes' a certain component, this means that it may further include other components without excluding other components unless otherwise stated.

The present invention basically provides a micro-hybrid system that can be retrofitted to a complete vehicle equipped with an engine to drive one or more wheels, and uses the output of a starting and driving unit as driving power to assist the output of the engine. , a hybrid control unit that functions to distribute output suitable for the user's output intention is configured.

The type of vehicle to which the present invention is applied is not limited, and the fuel used for the engine as the main power source of the vehicle may be gasoline, diesel, LPG, etc., and the concept of the present invention is not limited.

In addition, in the embodiment of the present invention, the front engine and front wheel drive are described, but various known technologies may be applied to the arrangement and method of the drive system.

In an internal combustion engine vehicle, a transmission 220 is interposed between the engine 210 and the wheels, and the basic configuration of the vehicle is ignition, intake/exhaust, electrical, transmission, etc. through the main controller (ECU, 230) through power of the main battery 240. it works

In such a general internal combustion engine vehicle, an alternator for starting and/or charging is usually provided on the side of the engine 210, and in relation to this alternator, there has been an improvement in starting efficiency or volume. In the concept of the present invention, a hybrid system is constructed by replacing the alternator and / or the starter motor. will be. However, according to the concept of the present invention, improvement in the direction of increasing output distribution efficiency by mounting the hybrid control unit 1100 on a vehicle equipped with a conventional mild hybrid system can be considered, of course.

Thus, it may be a kind of micro-hybrid system that provides a driving force together with the starting motor of the present invention. For reference, in a conventional micro hybrid vehicle, an engine 210 and a transmission 220 are connected and disconnected through a clutch (not shown), and a starter generator is connected to the engine 210 through a belt. This is usually defined as BSG (Belt driven integrated Starter Generator). The present invention provides a post-mounted micro-hybrid system, but the above names will be used uniformly.

The main controller 230 is applied to control the output of the engine 210, and when the user operates the pedal 250, the value of the pedal force is digitized through the sensor provided in the pedal 250 and the predetermined required value is reached. It controls the ignition timing, throttle valve, and transmission to provide output to driving.

In the case of a ready-made micro hybrid vehicle, since the main controller 230 is completed so that it can be integrated and operated, the BSG and the engine can be harmonized together. Since it has only the control logic of, it is not possible to smoothly assist with power simply by mounting the start-up and drive unit 1010, and in fact, it is very difficult to construct a micro-hybrid system ex post facto as described above.

In order to solve this problem, the present invention proposes a method of receiving an input of the driver's pedal 250 from the hybrid control unit 1100 and processing it, and an embodiment related to this will be described later. Here, the pedal 250 means an accelerator pedal that functions such as operating a throttle body or controlling an amount of fuel injection.

According to this concept, the hybrid control unit 1100 can exchange information with the main controller 230, and the output of the engine 210 and the starting and driving unit 1010 can meet the driver's requirements.

The hybrid control unit 1100 controls start-up and operation of the drive unit 1010, but controls acceleration through power assistance, as well as operations for stop-and-start mode operation, regenerative braking deceleration control, etc. 230 and communication can be performed. In this regard, since a known stop and go system or regenerative braking technology may be applied, a detailed description thereof will be omitted.

The power for starting and operating the driving unit 1010 may be supplied from the main battery 240, but it is preferable to separately configure the battery unit 1020 for operating the hybrid system in order to assist with output. Since the present invention implements a micro-hybrid system, the voltage of the battery unit 1020 is preferably 48V, but the voltage value is optional, such as 36V, 24V, or 12V.

The hybrid control unit 1100 performs a function of controlling the operation of the starting and driving unit 1010, but functions so that the torque of the starting and driving unit 1010 and the torque of the engine 210 are interlocked to operate in harmony.

To this end, the hybrid control unit 1100 receives and digitizes the input value of the pedal 250, derives a goal of output, and organically links the output of the engine 210 and the starting and driving unit 1010. An input unit 1110 for receiving information of the pedal 250 and/or the main controller 230 is provided.

A displacement sensor or an angle sensor may be installed to measure the pedal force of the pedal 250, and a signal for the pedal pedal force will be transmitted to the normal main controller 230, but in the present invention, it is a hybrid control unit in the middle. (1100) can be processed and transmitted to the main controller.

Therefore, the output unit 1120 of the present invention outputs a virtual pedal signal that allows the main controller 230 to control the output of the engine and a motor control signal that allows the start and drive unit 1010 to be controlled. can However, transmission of the signal may be selective, and an embodiment thereof will be described later.

The calculation unit 1200 functions to generate the virtual pedal signal, and a variable for calculating the virtual pedal signal of the calculation unit 1200 may be a pedal effort signal, and additionally, the current vehicle speed, engine speed, transmission state, etc. This may be the above variable.

In addition, the hybrid control unit 1100 may further include a battery management unit 1130, and the battery management unit 1130 may function to control charging and discharging of the battery unit 1020 for micro-hybrid operation.

In addition, as a precondition for applying the virtual pedal signal derived from the calculation unit 1200, a function of monitoring whether or not the battery unit 1020 is operable may be performed.

As described above, in the present invention, since the power of the motor and the engine is harmonized according to the driver's intention rather than simply controlling the motor of the starting and driving unit 1010, the output unit 1120 is connected to the pedal signal output unit 1121 It is composed of a motor output control unit 1122.

The motor output control unit 1122 functions to transmit a control voltage to the motor based on the motor torque converted by the calculation unit 1200, and is dependent on one or more of the user's pedal effort or vehicle speed, engine speed, or mission position. Based on this, the rotation of the motor is controlled.

In addition, the pedal signal output unit 1121 may perform a function of transmitting a virtual pedal signal for engine rotation to the main controller 230 based on the determined torque of the motor. However, in some cases, the signal of the main controller 230 may be substituted only for an element for engine rotation, and the signal of the main controller 230 suitable for the pedal effort signal may be set to be valid for the remaining driving elements.

As described above, the operation unit 1200 finally determines output values for rotation of the motor and rotation of the engine through the pedal force signal of the pedal 250 received from the input unit 1110.

Accordingly, the calculation unit 1200 converts torque maps suitable for a predetermined situation into data and stores them in advance, and engine torque map data 1211 for torque per engine revolution number and motor torque map data 1212 for torque for each revolution speed of the motor. ) is provided. The engine torque map data 1211 and motor torque map data 1212 may have preset values according to the specifications of the engine 210 and the starting and driving unit 1010 upon installation, and may be changeable by a user's selection.

The motor torque map data 1212 is based on a torque map for each number of revolutions, but the relationship between voltages for each torque may also be stored. When the motor torque is determined, a corresponding voltage value is extracted from a predetermined engine torque map. BSG can be driven from the output part.

In addition, the expected torque converter 1220 digitizes the pedal force signal of the pedal 250 - for example, when the pedal force signal is generated from 0V to 5V and received by the input unit 1110, it is converted into an angle of 0° to 80°. - The expected torque (Tc) is converted according to the value of the pedal effort signal.

This expected torque is finally composed of the sum of the motor torque (Tm) generated from the actual motor and the final engine torque (Te) generated from the engine. The calculation process will be described in more detail below.

Meanwhile, the torque matching unit 1230 matches engine torque and motor torque corresponding to the expected torque value converted by the expected torque converter 1220 . Specifically, the torque matching unit 1230 extracts the number of revolutions corresponding to the pedal power signal of the pedal 250 and the position of the expected torque from the engine torque map data 1211, and starts and drives the vehicle speed in preparation for the driving unit 1010 Convert the torque (Tm) of and match it. Then, the final engine torque Te to be finally output to the main controller 230 is calculated.

In the state in which the expected torque Tc is converted, the sum of the motor torque Tm and the final engine torque Te that can satisfy the expected torque Tc may exist in various ways, which is the number of revolutions of the engine or the vehicle It may be determined by factors such as the speed of The torque matching unit 1230 may perform a function of determining a torque generating output at an optimum location in two maps. Also, in some cases, the level of the motor control signal for generating the motor torque Tm may be determined by the remaining amount of the battery unit 1020.

Based on the calculated final engine torque (Te), the pedal virtualization unit 1240 generates a virtual pedal signal, and the pedal signal output unit 1121 transmits the virtual pedal signal to the main controller 230 so as to control the entire hybrid system. It is possible to harmonize the output.

6 is a flowchart showing the operation of the retrofit micro-hybrid system of the present invention.

In the driving or idling state of the vehicle, the input unit 1110 receives driving information including a pedal effort signal P _θi ( S100 ). The received driving information may be optional, such as the number of revolutions of an engine, the speed of a vehicle, the position of a mission, the state of a clutch, and the voltage of a battery unit or main battery.

It is preferable to determine the availability of the battery (S200) prior to calculating the virtual pedal signal, and if the remaining amount is determined to be less than the set value in the determination of the availability of the battery (S200), hybrid mode for assisting motor torque limit the operation of Accordingly, the pedal output signal P _θe corresponds to the pedal effort signal P _θi (S210), so that the driver's pedal input directly becomes the output of the main controller 230.

In the present invention, the hybrid control unit 1100 intercepts the pedal effort signal and recognizes the pedal signal processed by the calculation unit as a normal signal. Sending to controller 230 may be desirable. Accordingly, the hybrid control unit 1100 converts the received pedal pressure signal into data and temporarily stores it, and bypasses it to the main controller 230 when it does not need to operate in the hybrid mode because the above condition is not satisfied. You will be able to.

In the determination of whether the battery is available (S200), if the remaining amount is equal to or greater than the set value, it is determined that the hybrid mode can be operated, and the expected torque (Tc) is converted (S310). The conversion of the expected torque Tc is performed by the expected torque converter 1220 and extracted from the engine torque map data 1211 the torque value of the engine speed for the converted value obtained by digitizing the pedal effort signal Pθi. can

For example, when the converted value of the pedal effort signal P _θi is 20° at a rotational speed of 2,000 rpm, the converted value of the expected torque Tc extracted from the engine torque map Data 1211 may be 100 Nm.

As described above, when the expected torque Tc is converted and determined (S310), the motor torque Tm is converted and matched (S320). For example, the torque matching unit 1230 converts the motor torque Tm of the vehicle speed for the converted value of the pedal effort signal P _θi in comparison with the motor torque map Data 1212, and calculates the expected torque Tc Matching for the corresponding motor torque Tm can be performed as described above. In the above example, the corresponding motor torque Tm may be 50 Nm.

When the expected torque Tc and the motor torque Tm are determined in this way, the final engine output can be determined, and the calculation (S330) of the final engine torque Te can be performed in the torque matching unit 1230. According to an example, it may be determined as a value obtained by subtracting the motor torque Tm from the expected torque Tc.

In this embodiment, the final engine torque Te determined as described above may be 50 Nm obtained by subtracting 50 Nm of motor torque from 100 Nm of the expected torque Tc.

When the final engine torque Te is determined in this way, the output unit 1120 outputs a control signal corresponding to the converted motor torque Tm from the motor output control unit 1122 (S340), and at the same time, from the pedal virtualization unit 1240 A virtual pedal signal (P _{θ calculation} ) corresponding to the calculated final engine torque (Te) is generated, and the pedal signal output unit 1121 converts the virtual pedal signal (P _{θ calculation} ) into the pedal output signal (P _θ e) as the main pedal signal output unit. so that it can be transmitted to the controller 230.

The virtual pedal signal (P _{θ calculation} ) may be obtained by extracting a voltage corresponding to an accelerator pedal at 50 Nm at 2,000 rpm from a map.

Determination of the operation of the above-described hybrid mode may be performed feedbackively during startup or driving.

According to the present invention described above, it is possible to operate as a micro-hybrid system by installing it in a relatively simple process even in a complete vehicle with an internal combustion engine that is not equipped with a hybrid system, so that there is an effect of high economic efficiency.

In addition, since it is possible to harmonize the engine torque and motor torque while installing the BSG ex post facto, it is possible to drive with the driving feeling of an internal combustion engine vehicle without compromising the driver's sense of operation, which is natural, and the emission gas is significantly reduced, making it possible to switch to an electric vehicle. Concerns about environmental pollution caused by internal combustion engine vehicles currently operating on the world's roads in the transitional period can be eliminated.

In the above, the present invention has been described in detail based on examples and accompanying drawings. However, the scope of the present invention is not limited by the above embodiments and drawings, and the scope of the present invention will be limited only by the content described in the claims below.

Claims

As a hybrid system that can be mounted on a vehicle in which an engine controlled by a main controller drives wheels,

starting and driving unit 1010;

a battery unit 1020 providing power to the starting and driving units; and

A hybrid control unit 1100 that converts motor torque and outputs a control signal to the starting and driving unit;

The hybrid control unit,

The retrofit micro hybrid system receives the pedal effort signal, converts the corresponding expected torque and motor torque, calculates the final engine torque, and transmits the virtual pedal signal to the main controller.
According to claim 1,

The hybrid control unit,

An input unit 1110 that receives driving information including a pedal effort signal, an operation unit 1200 that converts expected torque and motor torque and generates a virtual pedal signal, and an output unit that outputs signals to the starting and driving unit and the main controller A retrofit micro hybrid system comprising (1120).
According to claim 2,

The hybrid control unit,

A retrofit micro-hybrid system further comprising a battery management unit 1130 for monitoring the state of the battery unit and controlling charging and discharging.
According to claim 2,

The calculation unit,

Expected torque conversion unit that converts the engine torque map Data 1211 into which the engine torque is converted into data, the motor torque map Data 1212 into which motor torque becomes data, and the expected torque corresponding to the pedal effort signal from the engine torque map Data. 1220, a torque matching unit 1230 that converts the motor torque corresponding to the pedal effort signal from the motor torque map data and calculates the final engine torque, and generates a virtual pedal signal corresponding to the calculated final engine torque A retrofit micro-hybrid system having a pedal virtualization unit 1240.
A method of operating a hybrid system by the retrofit micro hybrid system of any one of claims 1 to 4,

a) receiving a pedal pressure signal (P θi ) from an input unit;

b) determining whether the remaining capacity of the battery unit is greater than or equal to a set level in the battery management unit;

c) converting the expected torque (Tc) from the pedal effort signal by a calculation unit when the remaining amount is greater than or equal to the remaining amount set in step b);

d) converting motor torque (Tm) with respect to vehicle speed by a calculation unit;

e) calculating a final engine torque (Te) by a difference between the motor torque and the expected torque in a calculation unit;

f) transmitting, by the output unit, a control signal corresponding to the motor torque to the starting and driving unit, and transmitting the virtual pedal signal (P θ operation ) to the main controller as a pedal output signal (P θe ); operation method.