Patent Application
20180009320
This application claims foreign priority benefits under 35 U.S.C. §119(a)-(d) to European patent application number EP 16178247.9, filed Jul. 6, 2016, which is incorporated by reference in its entirety.
The present disclosure relates to a control system for a hybrid electrical vehicle. In particular, the present disclosure relates to a system and a method for dissipating power in an electrical drive system of a hybrid electrical vehicle.
A powertrain unit for a hybrid electrical vehicle typically comprises an electrical machine connected to a shaft of the transmission system, such that the power train can be used in pure electric propulsion mode, or in hybrid mode where also the internal combustion engine (ICE) is running and contributing to the propulsion.
The propulsion system of a hybrid vehicle also comprises a rechargeable battery for providing power to the electrical drive system. The battery may also be charged by the electrical drive system, for example during regenerative braking of the vehicle.
However, the battery is not always capable of receiving all of the power generated by the electrical machine. For example, if the battery is at or near full capacity, or if the battery temperature is very low, the battery may only be capable of receiving a small amount of power. Accordingly, during some operating conditions excess power generated by the electrical machine cannot be delivered to the battery.
U.S. Pat. No. 8,880,259 discloses a motor control apparatus and a method of operating an electric motor in a hybrid vehicle. In particular, U.S. Pat. No. 8,880,259 relates to providing a brake torque in the electrical motor for achieving coast down regenerative braking. In the described motor control apparatus, a motor control unit is configured to select between a normal operation mode and a power dissipation mode based on a state of the battery. During power dissipation motor control operation, power from the brake torque is dissipated in the stator windings of the electric motor without generating any power to the battery.
However, the motor control unit of U.S. Pat. No. 8,880,259 only addresses two distinct operating modes, normal operation and full power dissipation. Accordingly, an improved system and method which is capable of accommodating a range of different use cases in a hybrid vehicle is desirable.
In view of above-mentioned and other drawbacks of the prior art, it is an object of the present disclosure to provide an improved method and system for controlling power dissipation in a hybrid electrical vehicle.
According to a first embodiment of the disclosure, there is provided a method for controlling power dissipation in an electric drive system for a hybrid electrical vehicle, the control system comprising: a gear set or a gear box; an electrical machine connected to an axle of the gear se or gear box; a rechargeable battery operatively connected to the electrical machine; and a control unit configured to control the gear box and the electrical machine; wherein the method comprises the steps of: determining a maximum available braking torque of the electrical machine for a given set of operating conditions based on: a maximum power that the battery can receive; and total normal power losses in the electric drive system; determining the stator current providing the maximum achievable power dissipation in the electrical drive system for a certain shaft torque value; receiving a requested braking torque for the electrical machine, lower than or equal to the maximum available braking torque, or receiving a requested power dissipation lower than or equal to the maximum achievable power dissipation; if a requested braking torque is equal to or lower than the torque required for providing a power corresponding to the sum of the maximum power that the battery can receive and the total power losses, provide the requested braking torque by providing power to the battery corresponding to the difference between the requested braking torque and the total normal power losses; and if the requested braking torque exceeds the torque required for providing a power corresponding to the sum of the maximum power that the battery can receive and the total normal power losses, determine a stator current of the electrical machine that will dissipate this additional power, while achieving the required braking torque; and if a power dissipation is requested, determine a stator current resulting in the requested power dissipation.
The present disclosure relates to an electric drive system for a hybrid vehicle where a rechargeable battery is operatively connected to an electrical machine configured to contribute to the propulsion of the vehicle. That the battery is operatively connected to the electrical machine means that the battery may provide power to the electrical machine for generating torque, and that the electrical machine may generate power which is subsequently provided to the battery for charging the battery.
Even though the control unit is described herein as one unit, the skilled person realizes that a control unit may comprise a plurality of processing units, such as microcontrollers, ASICs, microprocessors and the like. In a vehicle application, the control functionality may be distributed over several control units.
It is here assumed that the determined maximum available braking torque value is provided to the control functionality of the vehicle responsible for requesting a braking torque or power dissipation from the electric drive system, such that the requested braking torque or power dissipation does not exceed the maximum values.
When the stator current is determined such that the electrical machine operates at the maximum efficiency, where the stator current is determined as the maximum torque per ampere (MTPA) current with coherent voltage limitation, the available braking torque and/or the possible power dissipation capacity of the electric drive system is limited by the system losses and the power that the battery can receive.
Accordingly, the present disclosure is based on the realization that the range of available braking torque or power dissipation values may be extended by determining a stator current for the electrical machine which induces additional losses, i.e. a stator current for which the electrical machine does not operate at its maximum efficiency. Thereby, a greater flexibility in the use of the electric drive system is achieved, as will be further illustrated by examples described in the following.
The available ranges of both the braking torque and the power dissipation can be extended by recalculating the stator current to allow for extra power losses in the electrical machine and in the converter, compared to the above described situation where the available braking torque is limited by the system power losses and the maximum power that the battery can receive.
The total normal power losses can be considered to include all losses in the electrical drive system during normal operation of the drive system, such as, but not limited to, normal inverter and electrical machine losses and resistive losses. Accordingly, the maximum achievable power dissipation is a combination of the normal power losses and the additional losses resulting from a modification of the stator current of the electrical machine.
According to one embodiment of the disclosure, determining the stator current vector providing the maximum achievable power dissipation in the electrical drive system may comprise determining electrical machine losses and inverter losses for a given stator current. It should be noted that the inverter losses changes as a function of the stator losses, and that to achieve a correct result, the inverter losses for the modified stator current may be included in the determined maximum achievable power dissipation.
According to one embodiment of the disclosure, determining a stator current of the electrical machine that will dissipate the additional power needed while achieving the required braking torque may comprise modifying a maximum torque per ampere, MTPA, current.
The requested torque can be realized with different current vectors along a constant torque line in the current coordinate system. By deviating from the MTPA line, the same torque can be realized with another current vector, and this is how the power dissipation is realized in the motor windings. The maximum amount of power dissipation is limited by the maximum allowed current in the electrical machine, the maximum possible voltage and by thermal and magnetic limitations.
According to one embodiment of the disclosure, the method may further comprise determining a plurality of maximum available braking torques of the electrical machine for a range of different operating conditions, and storing the plurality of braking torques. By having access to a stored range of different braking torques for different operating conditions, it is not needed to calculate the available torque for a given operating condition which in turn makes it possible to continuously have access to a correct value of the available braking torque. The different braking torques can for example be stored in a database in an appropriate format.
According to one embodiment of the disclosure, the operating conditions may comprise stator winding temperature, DC voltage to the inverter, speed of the electrical machine and/or output torque from the electrical machine. All of the described operating conditions influence the maximum available braking torque of the electrical machine. For example, the stator winding temperature influences the winding resistance which in turn influences the relation between winding current and power loss in the windings.
According to one embodiment of the disclosure, the total normal power losses in the electric drive system comprise losses from the electrical machine and from power consuming units of the vehicle. The electrical drive system losses may for example comprise inverter losses, i.e. switching and conduction losses in power electronic transistors, resistive electrical machine stator losses, i.e. copper losses, and core and drag losses of the electrical machine, i.e. iron losses and mechanical drag losses. The power consuming unit may for example be an air conditioning system. The normal power losses may also comprise dc-dc converter losses. Moreover, in cases where the desired power dissipation exceeds the maximum available power dissipation, it is possible to utilize controllable additional loads for dissipating the additional power.
According to one embodiment of the disclosure, the requested braking torque may be utilized to perform gear synchronization. An advantage of knowing the available torque is that a simpler rpm regulator can be used without the need for windup compensation or the handling of residual errors which could result from an unrealized requested torque. This in turn leads to a simplified calibration and verification in the overall control system. Moreover, the simplified rpm regulation may also lead to increased communication rates in a distributed control system.
In particular, in one embodiment of the disclosure the requested braking torque is a torque required to reduce the speed of the axle of the gear box in order to facilitate a shift to a higher gear.
According to one embodiment of the disclosure, the requested braking torque may be utilized to increase a torque window for performing electrical braking of the vehicle. This has the advantage that the maximum available amount of electrical braking can be increased by utilizing the available braking torque of the electrical machine.
According to one embodiment of the disclosure, the requested power dissipation may be used to selectively control additional heating in the electrical machine and/or in the inverter, which in turn can be used to reduce the viscosity of coolant media which may be desirable at very low temperatures.
According to a second embodiment of the disclosure, there is provided a control system for controlling power dissipation in an electric drive system for a hybrid electrical vehicle comprising: a gear set or a gear box; an electrical machine connected to an axle of the gear se or gear box; and rechargeable battery operatively connected to the electrical machine via an inverter, the control system comprising a control unit configured to control the gear box and the electrical machine; wherein the control unit is configured to: determine a maximum available braking torque of the electrical machine for a given set of operating conditions based on: a maximum power that the battery can receive; and total normal power losses in the electric drive system; determine the stator current providing the maximum achievable power dissipation in the electrical drive system for a certain shaft torque value; receive a requested braking torque for the electrical machine, lower than or equal to the maximum available braking torque, or receiving a requested power dissipation lower than or equal to the maximum achievable power dissipation; if a requested braking torque is equal to or lower than the torque required for providing a power corresponding to the sum of the maximum power that the battery can receive and the total power losses, provide the requested braking torque by providing power to the battery corresponding to the difference between the requested braking torque and the total normal power losses; and if the required braking torque exceeds the torque required for providing a power corresponding to the sum of the maximum power that the battery can receive and the total normal power losses, determine a stator current of the electrical machine that will dissipate the additional power needed while still achieving the required braking torque; and if a power dissipation is requested, determine a stator current resulting in the requested power dissipation.
According to one embodiment of the disclosure, the gear box may be a dual clutch transmission gear box, wherein the electrical machine is operatively connected to an axle of one of the two clutches, and where the other axle is connected to the internal combustion engine (ICE). Thereby, the gear box can be operated in pure electric propulsion mode, in hybrid mode or in ICE mode, by controlling the dual clutches. This in turn allows the electrical machine to be utilized for different purposes in the different modes.
Effects and features of the second embodiment of the disclosure are largely analogous to those described above in connection with the first embodiment of the disclosure.
There is also provided a method for controlling power dissipation in an electric drive system for a hybrid electrical vehicle, the control system comprising: a gear set or a gear box; an electrical machine connected to an axle of the gear set or gear box; a rechargeable battery operatively connected to the electrical machine; and a control unit configured to control the gear box and the electrical machine; wherein the method comprises the steps of: determining a maximum available braking torque of the electrical machine for a given set of operating conditions based on: a maximum power that the battery can receive; and total normal power losses in the electric drive system; receiving a requested braking torque for the electrical machine, lower than or equal to the maximum available braking torque, and if the requested braking torque is equal to or lower than the torque required for providing a power corresponding to the sum of the maximum power that the battery can receive and the total power losses, providing the requested braking torque by providing power to the battery corresponding to the difference between the requested braking torque and the total normal power losses; and if the requested braking torque exceeds the torque required for providing a power corresponding to the sum of the maximum power that the battery can receive and the total normal power losses, determining a stator current of the electrical machine that will dissipate the additional power needed while achieving the required braking torque.
There is also provided a method for controlling power dissipation in an electric drive system for a hybrid electrical vehicle, the control system comprising: gear set or a gear box; an electrical machine connected to an axle of the gear set or gear box; a rechargeable battery operatively connected to the electrical machine; and a control unit configured to control the gear box and the electrical machine; wherein the method comprises the steps of: determining the stator current providing a maximum achievable power dissipation in the electrical drive system for a certain shaft torque value; receiving a requested power dissipation lower than or equal to the sum of the maximum achievable power dissipation in the electrical drive system and the total normal power losses; and determining a stator current corresponding to the difference between the requested power dissipation and the total normal power losses.
Further features of, and advantages with, the present disclosure will become apparent when studying the appended claims and the following description. The skilled person realize that different features of the present disclosure may be combined to create embodiments other than those described in the following, without departing from the scope of the present disclosure.
The present disclosure will now be described in more detail, with reference to the appended drawings showing an example embodiment of the disclosure, wherein:
As required, detailed embodiments are disclosed herein. However, it is to be understood that the disclosed embodiments are merely exemplary and that various and alternative forms may be employed. The figures are not necessarily to scale. Some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art.
In the present detailed description, various embodiments of the method and system according to the present disclosure are mainly described with reference to an electric drive system for a hybrid vehicle comprising a dual clutch transmission. However, the general concept of the disclosure is equally applicable to hybrid drive systems utilizing other transmission configurations.
The system further comprises a control unit 214 configured to control the gear box 202 and the electrical machine 208 and an engine control module (ECM) 216 controls the operation of the ICE 210. The various control units and modules are connected to a common communication interface, e.g. a CAN bus, for communicating with each other and with other modules in the vehicle in which the drive system is arranged. However, the skilled person realizes that the described functionality can be achieved in many different ways by using one or more dedicated or general purpose control units.
It should be noted that the control unit 214, the control module 216, as well as any logic, algorithm, system, device, unit, module, node or the like described herein may comprise and/or be implemented in or by one or more processing units, such as ASICs, or appropriately programmed microcontrollers or microprocessors (e.g., one or more processors including central processing units (CPUs)) and associated memory and/or storage, which may include operating system software, application software and/or any other suitable program, code or instructions executable by the processor(s) for controlling operation thereof, for providing and/or controlling interaction and/or cooperation between the various features and/or components described herein, and/or for performing the particular methods and/or algorithms represented by the various functions and/or operations described herein.
The method outlined in
The maximum available braking torque TMax is thus determined as the sum of the torque required to provide the maximum power to the battery, the normal power losses and the maximum achievable power dissipation, i.e. TMax˜(PB,Max+PLoss+PD,Max).
Next, the method comprises receiving 110 a requested braking torque Tr for the electrical machine, lower than or equal to the maximum available braking torque TMax, or receiving 112 a requested power dissipation PD,r lower than or equal to the sum of the maximum achievable power dissipation in the electrical drive system, PD,EM, and the total normal power losses PLoss. Since the maximum available braking torque has been determined for a given set of operating conditions, this value can be communicated to other functionality of the vehicle such that the requested braking torque Tr does not exceed the available torque TMax, for the given set of operating conditions. Furthermore, a requested power dissipation PD,r is limited by the maximum available power dissipation PD,Max=PD,EM+PLoss.
Moreover, the maximum available braking torque TMax may be determined for a wide range of operating conditions such that a torque map is created, for example in the form of a lookup table, thereby eliminating the need to recalculate the available torques, and also increasing the responsiveness and speed of the system since no online calculations need to be performed to determine the available torque values. The different operating conditions to take into consideration may for example comprise the stator winding temperature, the DC voltage to the inverter, the speed of the electrical machine and the output torque from the electrical machine. Furthermore, the maximum available braking torque TMax values for different operating conditions may be determined analytically or empirically.
Next, it is determined 114 if the requested braking torque Tr is equal to or lower than the torque required for providing a power corresponding to the sum of the maximum power that the battery can receive PB,Max and the total power losses PLoss. If that is the case, the requested braking torque Tr is provided by providing 116 power to the battery corresponding to the difference between the requested braking torque and the total normal power losses, i.e. PB=P(Tr)−PLoss.
On the other hand, if it is determined 114 that the requested braking torque exceeds the torque required for providing a power corresponding to the sum of the maximum power that the battery can receive and the total normal power losses, a stator current IS of the electrical machine that will dissipate the additional power PIS needed while achieving the required braking torque is determined 118, i.e. PIS˜Tr−(T(PB,Max)+T(PLoss)).
If there is a request is for dissipation of additional power, PD,r, the method comprises determining 120 a stator current IS corresponding to the difference between the requested power dissipation PD,r and the total normal power losses, PLoss.
The step of determining 108 the stator current, IS,max, providing the maximum achievable power dissipation PD,Max in the electrical drive system may comprise determining both the electrical machine losses in themselves as well as the inverter losses, since inverter losses are inherent in the electrical machine, and since the inverter losses also depend on the amplitude of the current provided to the electrical machine.
For machine speed-and torque-levels covering the entire operating range, the d-axis and q-axis current resulting in the highest achievable stator current (MAPT—Maximum Ampere Per Torque) and resistive losses in the electric machine stator is calculated, where the considered resistive losses Pcu are defined by
P
cu
=R
S√{square root over (id2+iq2)}
where Rs is the stator winding resistance. The current id is limited to ensure that permanent demagnetization does not occur.
The additional losses Padd made possible by modifying the stator current IS1 can be approximately estimated by the increased resistive losses and determined as
P
add=3/2RS(IS22−IS12).
In one embodiment of the disclosure, the requested braking torque is utilized to perform gear synchronization. In particular, the requested braking torque is a torque required to reduce the speed of the second axle 204b of the gear box 202 in order to facilitate a shift to a higher gear.
Even though the disclosure has been described with reference to specific exemplifying embodiments thereof, many different alterations, modifications and the like will become apparent for those skilled in the art. Also, it should be noted that parts of the method and system may be omitted, interchanged or arranged in various ways, the method and system yet being able to perform the functionality of the present disclosure.
Additionally, variations to the disclosed embodiments can be understood and effected by the skilled person in practicing the claimed disclosure, from a study of the drawings, the disclosure, and the appended claims. In the claims, the word “comprising” does not exclude other elements or steps, and the indefinite article “a” or “an” does not exclude a plurality. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage.
While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the disclosure. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the disclosure. Additionally, the features of various implementing embodiments may be combined to form further embodiments of the disclosure.
| Number | Date | Country | Kind |
|---|---|---|---|
| 16178247.9 | Jul 2016 | EP | regional |
