Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
  • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
  • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
  • B60L58/15—Preventing overcharging
• • 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
  • 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
  • B60K6/48—Parallel type
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
  • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
  • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
• • 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
  • 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
  • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
• • 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
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/18—Propelling the vehicle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/18—Propelling the vehicle
  • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
  • B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
• • 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
  • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
  • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
  • B60W40/06—Road conditions
• • 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
  • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
  • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
  • B60W40/06—Road conditions
  • B60W40/076—Slope angle of the road
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/42—Drive Train control parameters related to electric machines
  • B60L2240/423—Torque
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/60—Navigation input
  • B60L2240/62—Vehicle position
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/60—Navigation input
  • B60L2240/64—Road conditions
  • B60L2240/642—Slope of road
• • 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
• • 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
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W2050/0001—Details of the control system
  • B60W2050/0019—Control system elements or transfer functions
  • B60W2050/0022—Gains, weighting coefficients or weighting functions
  • B60W2050/0025—Transfer function weighting factor
• • 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
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W2050/0001—Details of the control system
  • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
  • B60W2050/0057—Frequency analysis, spectral techniques or transforms
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2510/00—Input parameters relating to a particular sub-units
  • B60W2510/24—Energy storage means
  • B60W2510/242—Energy storage means for electrical energy
  • B60W2510/244—Charge state
• • 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
  • B60W2552/00—Input parameters relating to infrastructure
• • 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
  • B60W2552/00—Input parameters relating to infrastructure
  • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
• • 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
  • B60W2556/00—Input parameters relating to data
  • B60W2556/45—External transmission of data to or from the vehicle
  • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
• • 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
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2200/00—Type of vehicle
  • B60Y2200/10—Road Vehicles
  • B60Y2200/14—Trucks; Load vehicles, Busses
• • 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
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  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/62—Hybrid vehicles
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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• • 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
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  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
• • 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
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  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/72—Electric energy management in electromobility
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02T90/10—Technologies relating to charging of electric vehicles
  • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

• the present invention relates to a method and a system for controlling an electrical machine in a hybrid vehicle according to the introduction to the independent claims.
• Fuel costs represent about 30% of a heavy truck's life cycle cost. Average distance travelled is about 150,000 km per annum and average fuel consumption is about 32.5 litres per 100 km. A small decrease in fuel consumption therefore results in large decreases in fuel costs.
• a good way of saving fuel is to regenerate brake energy and use that energy for propulsion when needed, instead of merely converting the kinetic energy to heat by using conventional brakes. This is possible by using a hybrid vehicle instead of a conventional vehicle.
• a hybrid vehicle is a conventional vehicle with at least two energy sources.
• an internal combustion engine may be backed up by an electrical machine.
• the electrical machine may be used as both motor and generator, making it possible for the vehicle to treat the electrical machine as a means of reducing the vehicle's speed by using the machine as a generator, in which case the kinetic energy is used to induce a current which is then used to charge the battery, making it possible for energy to be saved and used later instead of the kinetic energy being converted to heat by use of the conventional brake equipment.
• fuel consumption can be greatly reduced by using the electric motor to back up the combustion engine. Such situations typically occur during acceleration and on upgrades.
• a series hybrid system As illustrated in Figure 1 , the combustion engine drives an electrical generator instead of directly driving the vehicle's wheels.
• the generator not only charges a battery but also provides energy for an electric motor which propels the vehicle. When large amounts of energy are needed, the engine takes energy from both battery and generator.
• parallel hybrid vehicles the combustion engine and an electrical machine which is used as both generator and motor are mechanically connected via engine shafts.
• An example of a parallel hybrid system is depicted in Figure 2.
• the connection may be situated between the combustion engine and the electrical machine, making it possible to run the vehicle purely electrically. As the combustion engine and the electrical machine rotate at exactly the same speed (when the connection is made), they complement one another and run in parallel.
• Patent application EP 1 256 476 describes a strategy for supplying an electric vehicle with energy, by means of a navigation system.
• the battery's SOC state of charge
• the battery's SOC is managed in such a way that it will never be too low to be able to meet future performance requirements, and never too high to be able to receive future regenerated brake energy. If for example the navigation system in the vehicle indicates mountainous terrain ahead, a control system in the vehicle can apply strategy modifications to cope with coming performance requirements due to gradient.
• Patent application EP 0 829 389 describes an apparatus and method for controlling the energy supply of a vehicle.
• the SOC of a battery in the vehicle is controlled to a desired SOC in order to improve the battery's charge/discharge efficiency and provide assurance of sufficient availability of electrical energy needed for propelling the vehicle.
• the object of the present invention is to propose a better way of reducing a hybrid vehicle's energy consumption, particularly by using information about the nature of the road ahead.
• a system for controlling an electrical machine in a hybrid vehicle which comprises a combustion engine and a battery which is connected to said electrical machine.
• the system comprises: - a horizon unit adapted to determining a horizon by means of position data and map data of an itinerary made up of route segments with gradient and length characteristics for each segment, and to generating a horizon signal H on that basis;
• control mode unit adapted to comparing said gradient of each segment within the horizon with threshold values for the gradient and to placing each segment in a road category according to the results of the comparisons; to identifying in a sequence the categories which follow one another within the horizon and placing segments within the sequence in a control mode according to the sequence of categories, which control mode indicates how the electrical machine is to be controlled, and to generating a control mode signal ⁇ on that basis;
• a charge unit adapted to determining the battery's state of charge SOC and generating an SOC signal S on that basis;
• a torque unit adapted to determining a torque desired by the driver, and to generating a torque signal M on that basis;
• a regulator adapted to calculating a control signal Y for the electrical machine on the basis of the control mode signal ⁇ , the SOC signal S and the torque signal M for the segment in which the vehicle is at the time; the electrical machine thereupon being controlled according to the control signal.
• the object is achieved according to another aspect by a method for controlling an electrical machine in a hybrid vehicle which comprises a combustion engine and a battery which is connected to said electrical machine.
• the method comprises the steps of: A) determining a horizon by means of position data and map data of an itinerary made up of route segments with gradient and length characteristics for each segment; B) comparing said gradient of each segment within the horizon with threshold values for the gradient, and placing each segment in a road category according to the results of the comparisons;
• Information about topography ahead can be used to work out a regulating strategy for utilising the charge which a long downhill run provides without the battery becoming overloaded, and which can provide the electric motor with power to support the combustion engine without the battery becoming exhausted.
• a steep upgrade is followed by a downgrade
• the system knows that the battery will be recharged on the downgrade, since kinetic energy can then be regenerated, and the system can therefore use available energy in the battery, likewise within the limits of the battery's state of charge.
• If an upgrade is not followed by a downgrade but instead by, for example, level road or a less steep upgrade it is advantageous to back up the combustion engine with a smaller torque contribution, since it is uncertain how much energy can be regenerated to the battery later.
• the fact that the vehicle knows when energy will next be recoverable enables it to calculate how to use the energy in the battery with optimum efficiency so that the battery can receive surplus energy on downgrades ahead.
• a traditional strategy entails risk of having no spare receiving capacity in the battery when the vehicle reaches a downgrade, or of using the energy in the battery still less efficiently because of being eager to make room in the battery for coming surplus energy in the power train.
• Figure 1 illustrates the power train in a series hybrid vehicle.
• Figure 2 illustrates the power train in a parallel hybrid vehicle.
• Figure 3 illustrates a power train used in the present invention.
• Figure 4 illustrates a block diagram of the system according to an embodiment of the invention.
• Figure 5 illustrates classification of route segments in various sequences according to an embodiment.
• Figure 6 depicts an example of how the electrical machine's efficiency may be at various engine speeds.
• Figure 7 depicts a flowchart for the method according to an embodiment of the invention.
• the power train in a parallel hybrid vehicle illustrated in Figure 3 is the system in the vehicle which transmits energy from the combustion engine and the electrical machine to the road surface via the clutch, the gearbox, driveshafts and wheels.
• the combustion engine may be run on diesel fuel or petrol or some other suitable liquid or gas.
• the clutch comprises a series of friction discs which can jointly disconnect the combustion engine from the rest of the power train.
• the clutch may be operated by the driver by a pedal or be automatic, in which case a control system conducts gear changes and clutch operation.
• the second energy source in a parallel hybrid vehicle is the electrical machine.
• the electrical machine comprises two elements, viz.
• the rotor is the rotating element of the electrical machine and has a shaft which may be equipped with permanent magnets or windings which become electromagnetic when they are connected to an electrical energy source. In the latter case, the degree of magnetisation can be controlled.
• the stator is the outer shell which encloses the electrical machine and has windings in it to which the energy cables are connected. When the electrical machine is used as a motor, the energy from the cables induces a magnetic field in the stator. When the electrical machine is used as a generator, the rotor induces in the stator windings a current which is then stored as electrical energy in the battery.
• the electrical machine may be a 36 kW permanent magnet synchronous machine, which is a three-phase machine in which the rotor rotates synchronously with the rotating magnetic field in the stator.
• a converter (not depicted) is connected to the electrical machine to convert AC to DC when the machine is used as a generator and is charging the battery, and DC to AC when the battery delivers energy to the electrical machine, which is then used as a motor.
• the power electronics need cooling, which may for example be water-based. An external cooling circuit may therefore need to be installed.
• the battery is connected to the electrical machine and comprises a number of cells connected in series to increase the voltage.
• the series-connected cells are thereafter connected in parallel to increase the capacity of the whole battery package.
• the batteries may be NiMH batteries in which each cell has a nominal voltage of 1.2 V.
• Another example is lithium ion (Li-ion) batteries, which have better W/kg and Wh/kg values, rendering them smaller and lighter than corresponding NiMH batteries.
• the purpose of the gearbox and the final gear is to match the speed of the power train at the input shaft of the gearbox with the speed at the wheels.
• the transmission ratio in the gearbox can be varied by changing gear, whereas the dynamics of the final gear are constant.
• Figure 4 depicts a block diagram of a system for controlling an electrical machine in a hybrid vehicle according to an embodiment of the invention.
• the hybrid vehicle's power train comprises a combustion engine and a battery which is connected to said electrical machine, as illustrated in Figure 3.
• the system according to the invention comprises a horizon unit adapted to determining a horizon by means of position data and map data of an itinerary made up of route segments with gradient and length characteristics for each segment, and to generating a horizon signal H on that basis.
• the vehicle is therefore provided with a positioning system and map information, and position data from the positioning system and topology data from the map information are used to construct an electrical horizon which represents the nature of the itinerary.
• the electrical horizon is therefore a computerised version of what the itinerary looks like.
• the horizon unit is adapted to determining position data by means of GPS (Global Positioning System).
• GPS Global Positioning System
• GPS Global Positioning System
• position data for the vehicle, but it should be appreciated that other kinds of global or regional positioning systems are also conceivable to provide the vehicle with position data, e.g. systems which use a radio receiver to determine the vehicle's position.
• the vehicle may also use sensors to scan the surroundings and thereby determine its position.
• the itinerary is exemplified below as a single route for the vehicle, but it should be appreciated that information about various conceivable itineraries may be incorporated via maps and GPS or some other positioning system.
• the itinerary or, if there are two or more possible alternatives, the itineraries are sent bit by bit via CAN (controller area network) to the horizon unit, in which the bits are put together to create an internal horizon. If there are two or more alternative itineraries, a corresponding number of internal horizons are created for them.
• the horizon is thereafter continually supplemented by new bits from GPS and the map data system to maintain a desired length of horizon. The horizon is thus updated continuously when the vehicle is in motion.
• the internal horizon is thereafter sent as a signal H to a control mode unit which is adapted to comparing the gradient of each segment within the horizon with threshold values for the gradient, and to placing each segment in a road category according to the results of the comparisons.
• a control mode unit which is adapted to comparing the gradient of each segment within the horizon with threshold values for the gradient, and to placing each segment in a road category according to the results of the comparisons.
• comparisons and classification are already done within the horizon unit. Table 1 below shows how various threshold values for the gradient are used to place segments in different categories.
• Signals used in the system are preferably sent via CAN in the vehicle.
• CAN controller area network
• the CAN data bus makes digital data exchange possible between sensors, regulating components, actuators, control devices etc. and provides assurance that two or more control devices can have access to the signals from a given sensor in order to use them to control components connected to them.
• adjacent segments not greatly differing in gradient may be put together to form longer segments with an average gradient.
• Very short segments may also be added to an adjacent segment, with consequent adjustment of their gradient. This makes it possible to regularise the horizon and reduce the risk of the system beginning to oscillate.
• the length of each segment is therefore dynamic and depends on road information.
• the system comprises also a charge unit depicted in Figure 4, adapted to determining the battery's state of charge (SOC) and to generating an SOC signal on that basis.
• SOC state of charge
• the system can thus know at all times how charged the battery is.
• the state of charge SOC is a ratio between current charge level and maximum charge and is calculated by the formula
• the state of charge is preferably scaled when used as input signal to the regulator, in order to simplify the configuration on the basis of knowing that the state of charge is always within the range [O I].
• the scaling is done by using the equation
• the charge unit is preferably adapted to measuring the signals needed for the above calculations and to performing the calculations for producing an SOC signal S.
• i bat and Ubat are the battery's current and voltage.
• the system comprises also a torque unit depicted in Figure 4, adapted to deteraiining a torque desired by the driver and to generating a torque signal M on that basis.
• the torque desired by the driver may for example be determined by measuring how far the driver depresses the accelerator pedal.
• the control mode signal ⁇ , the SOC signal S and the torque signal M for the segment in which the vehicle is at the time are then sent to a regulator adapted to calculating a control signal Y for the electrical machine on the basis of these signals to the regulator.
• the electrical machine is thereafter controlled according to the control signal Y.
• the control signal may be a torque path used as reference in the electrical machine. According to an embodiment, it is possible to cater not only for segment gradients but also speed limits, intersections (e.g.
• traffic lights and various types of traffic situations (e.g. queuing). These may for example be dealt with by the system on the basis of information from map data, of identifying how the vehicle is being propelled etc., and may be used to place segments in road categories and control modes and to calculate for the electrical machine a control signal Y which takes all this into account.
• the regulator is preferably adapted to calculating a control signal Y which controls the electrical machine for the length of the current route segment.
• a control signal Yj based on sequence 001 is thus calculated for the length of segments n and n+1, but as sequence 002 overlaps sequence 001 in segment n+1, a new control signal Y 2 for the electrical machine is calculated for the length of segments n+1 and n+2, and so on.
• a three-dimensional graph usually supplied by the maker of the electrical machine, may be used to see at what torque level the electrical machine has greatest efficiency at a given engine speed.
• An example of such a three-dimensional graph appears in Figure 6.
• the engine speed may not be affected by the regulating strategy, so the three-dimensional graph is used to find out which torque range the output signal Y from the regulator has to be within to achieve as high efficiency as possible.
• the regulator is therefore adapted to calculating for the electrical machine a control signal Y which depends also on the machine's efficiency at various engine speeds and/or the battery's efficiency in various operating situations.
• the efficiency chart for the machine is presented in the form of a matrix and implemented in the form of a reference table. The battery's efficiency depends mainly on its temperature and SOC and the current delivered from the battery.
• control mode unit is adapted to determining the control mode in which a sequence has to be classified according to rules about when and how to use the electric motor.
• the rules which give control modes (1), (2) and (3) in Table 2 may for example result in a control signal Y which instructs the electrical machine to act as a generator and regenerate energy to the battery, since segment n is a downgrade and is therefore in road category -1 or -2 according to Table 1.
• the rule which gives control mode (4) in Table 2 may for example result in a control signal Y which instructs the electrical machine to use all the available energy in the battery because segment n is an upgrade with gradient 1 and segment n+1 is a downgrade on which the machine can be used as a generator to regenerate energy to the battery.
• the rules which give control modes (5) and (6) may for example result in a control signal Y which instructs the electrical machine to use only a small amount of the available energy in the battery because there is a further upgrade coming within the sequence.
• the method is illustrated by the flowchart in Figure 7 and comprises the steps of: A) determining a horizon by means of position data and map data of an itinerary made up of route segments with gradient and length characteristics for each segment; B) comparing said gradient of each segment within the horizon with threshold values for the gradient, and placing each segment in a road category according to the results of the comparisons; C) identifying in a sequence the road categories which follow one another within the horizon and placing segments which are within the sequence in a control mode according to the sequence of categories, which control mode indicates how the electrical machine is to be controlled; D) determining the battery's state of charge (SOC); E) determining a torque desired by the driver, and F) calculating a control signal for the electrical machine on the basis of the control mode in which the segment in which the vehicle is at the time is classified, the battery's state of charge and a torque desired by the driver. The electrical machine is thereafter controlled according to the control signal.
• SOC battery's state of charge
• the horizon may for example be determined by determining position data by means of GPS, but other positioning systems are also conceivable.
• new control modes are calculated continuously for segments in overlapping sequences.
• the electrical machine can be controlled according to the route segment hi which it is at the time, and when a new segment begins a new control mode which acts upon the control signal to the electrical machine can be determined.
• Control signals for the electrical machine are thus preferably calculated for the length of the current segment, although they may also be calculated for the length of a whole sequence comprising a number of segments, but when a subsequent sequence overlaps one or more segments, control signals are calculated on the basis of control modes determined for the new sequence, and these control signals are used as control signals for the electrical machine when the sequences overlap.
• a sequence may comprise a number of segments.
• a sequence comprises two consecutive segments.
• the sequence may comprise more than two consecutive segments.
• the control signal at step F) depends also on the efficiency of the machine at various engine speeds and/or the battery's efficiency in various operating situations.
• a reference table of its efficiency at various engine speeds and torques may be used. An example of such a table is illustrated by the efficiency chart in Figure 6.
• the battery's efficiency depends mainly on the battery's temperature and SOC and the current delivered from the battery.
• the control mode indicates how the electrical machine is to be used and a specific strategy will be adopted depending on the mode determined.
• the method determines preferably which control mode a sequence is to be placed in according to rules about when and how the electric motor is to be used. If for example a moderate upgrade (road category 1 in Table 1) is followed by a downgrade (category -1 in Table 1), resulting in control mode 4 according to Table 2, the rule for the control mode is that the electrical machine should provide energy from the battery, assuming that energy is available, because the machine will be able to regenerate energy on the subsequent downgrade.
• Various conceivable strategies are applicable depending on the gradient of the road and the charge of the battery. If a sequence comprises more than two segments, the gradient of segments further away may affect the control mode for the whole sequence. If there is for example a steep upgrade at the end of the sequence, there may for example be a rule that the electrical machine is not to provide any energy from the battery. The idea then is that the energy be saved for the steep upgrade.
• the threshold values in Table 1 are merely examples, and the threshold values for the gradient of segments may, according to an embodiment, be calculated on the basis of one or more vehicle-specific values, which threshold values serve as boundaries for placing segments in various road categories.
• the vehicle-specific values may be determined by current transmission ratio, current vehicle weight, the engine's maximum torque curve, mechanical friction and/or the vehicle's running resistance at current speed. The respective vehicle and how it is acted upon while in motion can thus be catered for in arriving at threshold values for the gradient.
• the present invention comprises also a computer programme product comprising computer programme instructions for enabling a computer system in a vehicle to perform the steps according to the method described above when the computer programme instructions are run on said computer system.
• the computer programme instructions are stored on a medium which is readable by a computer system.

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• 2009
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