Patent Application
20240409099
The embodiments herein generally relate to vehicle control systems and more particularly, to a system and a method for controlling a powertrain for reducing power loss of a traction motor in the vehicle such as but not limited to an electric vehicle.
In electric vehicles, traction motors have a larger power band compared to internal combustion engines. Traction motors deliver the same power at multiple combinations of speed and torque. Though traction motors can be operated at various combinations of speed and torque to deliver the same power, the efficiency of the traction motor varies based on various vehicle operating conditions such as throttle and gear ratios. Controlling the speed and torque of the traction motor at various vehicle operating conditions to deliver the required speed and torque at a drive axle of the vehicle as well as achieving higher efficiency of the traction motor is difficult and is one of the challenges posed to original equipment manufacturers (OEMs).
Therefore, there exists a need for a system and a method for controlling a powertrain for reducing power loss of a traction motor, which obviates the aforementioned drawbacks.
The principal object of embodiments herein is to provide a system for controlling a powertrain for reducing power loss of a traction motor in a vehicle such as but not limited to an electric vehicle.
Another object of embodiments herein is to provide a method for controlling the powertrain for reducing power loss of the traction motor in the electric vehicle.
Another object of embodiments herein is to optimize the operating zone of the traction motor for achieving better efficiency of the traction motor.
Another object of embodiments herein is to reduce power consumption required for cooling battery and powertrain components of the vehicle due to less heat generation achieved by operating the traction motor in higher efficiency zone.
Another object of embodiments herein is to provide the system which varies hydro-static transmission (HST) ratio to operate the traction motor in higher efficiency zone as well as to increase vehicle range.
Another object of embodiments herein is to provide the system which minimizes power consumed by the traction motor thereby increasing the vehicle range and thermal performance.
These and other objects of embodiments herein will be better appreciated and understood when considered in conjunction with following description and accompanying drawings. It should be understood, however, that the following descriptions, while indicating embodiments and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein without departing from the spirit thereof, and the embodiments herein include all such modifications.
The embodiments are illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding parts in various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein.
The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The embodiments herein achieve a system and a method for controlling powertrain for reducing power loss of a traction motor in a vehicle. Referring now to the
The power train (10) includes the traction motor (10TM) and a power transmission unit (10PTU). The main controller unit (102) is configured to control the powertrain (10) for reducing power loss of the traction motor (10TM). The main controller unit (102) is in communication with the vehicle speed sensor (104), the throttle sensor (106), the control switch (108), the traction motor controller (10TMC) and the transmission controller unit (10TCU). For example, the throttle sensor (106), the control switch (108), the traction motor controller (10TMC) and the transmission controller unit (10TCU) can communicate with the main controller unit (102) using a controller area network (CAN). It is also within the scope of the invention to use any other wired communicators or any other wireless communicators for communication by the throttle sensor (106), the control switch (108), the traction motor controller (10TMC) and the transmission controller unit (10TCU) with the main controller unit (102). The main controller unit (102) is configured to read data from the vehicle speed sensor (104), data from the throttle sensor (106) and data from the motor speed sensor (10S). The traction motor controller (10TMC) sends actual speed and torque of the traction motor (10TM) to the main controller unit (102). The main controller unit (102) is configured to determine actual operating efficiency of the traction motor (10) by comparing actual torque and speed of the traction motor (10TM) against predefined data provided in at least one lookup table (T1). For the purpose of this description and ease of understanding, the lookup table (T1) is stored in a memory unit of the main controller unit (102). The predefined data provided in the lookup table (T1) includes torque of drive axle, speed of drive axle, torque of traction motor, speed of traction motor, gear ratio and operating efficiency of traction motor. Further, the main controller unit (102) is configured to determine operating efficiency required by the traction motor (10) in relation to a corresponding torque and speed required by the traction motor (10) and a drive axle of the vehicle based on the at least one lookup table (T1) if the actual operating efficiency of the traction motor (10TM) is less than the operating efficiency required by the traction motor (10TM). Further, the main controller unit (102) is configured to change a speed and torque of the power transmission unit (10PTU) based on the operating efficiency required by the traction motor (10TM). The main controller unit (102) is configured to operate the traction motor (10TM) at required torque and speed by varying frequency and electric current supply to the traction motor (10TM) based on the operating efficiency required by the traction motor (10TM).
For example, the actual speed and torque of the traction motor (10TM) is 5000 rpm and 100 Nm respectively. The main controller unit (102) calculates that the actual power of the traction motor (10TM) is 50 kW corresponding to 5000 rpm and 100 Nm. From the lookup table (T1), the main controller unit (102) determines that the actual operating efficiency of the traction motor (10TM) is 90% corresponding to 5000 rpm and 100 Nm. Based on the lookup table (T1), the main controller unit (102) selects 2500 rpm and 200 Nm as torque and speed respectively required by the traction motor (10TM) and the corresponding operating efficiency of the traction motor (10TM) is 94% which is 4% higher than the 90% actual operating efficiency of the traction motor (10TM). For 2500 rpm and 200 Nm, the power required by the traction motor (10TM) is 50 kW which is equal to 50 kW actual power of the traction motor (10TM). Thus, the traction motor (10TM) can deliver same power (50 kW) at higher operating efficiency (94%). To achieve 94% operating efficiency for the traction motor (10TM), the main controller unit (102) operates the traction motor (10TM) at 2500 rpm and 200 Nm.
In another example, the actual speed and torque of the traction motor (10TM) is 1000 rpm and 500 Nm respectively. The main controller unit (102) calculates that the actual power of the traction motor (10TM) is 50 kW corresponding to 1000 rpm and 500 Nm. From the lookup table (T1), the main controller unit (102) determines that the actual operating efficiency of the traction motor (10TM) is 90% corresponding to 1000 rpm and 500 Nm. Based on the lookup table (T1), the main controller unit (102) selects 2000 rpm and 250 Nm as torque and speed respectively required by the traction motor (10TM) and the corresponding operating efficiency of the traction motor (10TM) is 94% which is 4% higher than the 90% actual operating efficiency of the traction motor (10TM). For 2000 rpm and 250 Nm, the power required by the traction motor (10TM) is 50 kW which is equal to 50 kW actual power of the traction motor (10TM). Thus, the traction motor (10TM) can deliver the same power (50 kW) at higher operating efficiency (94%). To achieve 94% operating efficiency for the traction motor (10TM), the main controller unit (102) operates the traction motor (10TM) at 2000 rpm and 250 Nm.
Now, consider that the actual speed and torque of the traction motor (10TM) is 2500 rpm and 200 Nm. The main controller unit (102) calculates that the actual power of the traction motor (10TM) is 50 kW corresponding to 2500 rpm and 200 Nm. From the lookup table (T1), the main controller unit (102) determines that the actual operating efficiency of the traction motor (10TM) is 94% corresponding to 2000 rpm and 200 Nm. Based on the lookup table (T1), the main controller unit (102) determines that the actual operating efficiency (94%) of the traction motor (10TM) is the higher operating efficiency. Thus, the main controller unit (102) does not interfere in changing the speed and torque of the traction motor (10TM) and the power transmission unit (10PTU).
In an embodiment, the main controller unit (102) is configured to change the speed and torque of the power transmission unit (10PTU) by changing a gear ratio of the power transmission unit (10PTU) based on the operating efficiency required by the traction motor (10TM). In another embodiment, the main controller unit (102) is configured to generate and send a gear ratio change command to a transmission controller unit (10TCU) based on the operating efficiency required by the traction motor (10TM). Further, the transmission controller unit (10TCU) is configured to execute a change in gear ratio of the power transmission unit (10PTU) thereby changing the speed and torque of the power transmission unit (10PTU) based on the gear ratio change command sent by the main controller unit (102) to the transmission controller unit (10TCU).
In another embodiment, the main controller unit (102) is configured to change speed and torque of the power transmission unit (10PTU) based on the operating efficiency required by the traction motor (10TM) by calculating shaft travel required by an actuator which enables changing the gear ratio if the power transmission unit (10PTU) is a hydro-static transmission unit; and generating and sending a shaft travel command to the actuator for moving a shaft of the actuator by the required shaft travel thereby changing the gear ratio (speed and torque) of the power transmission unit (10PTU), hydro-static transmission unit. In another embodiment, the main controller unit (102) is configured to change speed and torque of the power transmission unit (10PTU) by at least one of actuating or de-actuating clutches or actuators which enables changing gear ratio if the power transmission unit (10PTU) is an automatic power transmission unit having planetary geartrains.
The control switch (108) is provided in communication with the main controller unit (102). The control switch (108) is switched ON or switched OFF manually by an operator (driver) of the vehicle to enable or disable the control of the powertrain (10) by the main controller unit (102). The control switch (108) is located on a vehicular structure such as but not limited to a dashboard of the vehicle. In another embodiment, the operator can press an icon, or any other graphic feature displayed in a display unit or instrument cluster for enabling or disabling the control of the powertrain (10) by the main controller unit (102). It is also within the scope of the invention to provide buttons, knobs or levers or any other hand operated controls or voice commands for enabling or disabling the control of the powertrain (10) by the main controller unit (102).
Further, the method step (210) includes changing, by the main controller unit (102), a gear ratio of the power transmission unit (10PTU) based on the operating efficiency required by the traction motor (10TM).
Furthermore, the method step (210) includes calculating, by the main controller unit (102), shaft travel required by an actuator if the power transmission unit (10PTU) is a hydro-static transmission unit; and generating and sending, by the main controller unit (102), a shaft travel command to the actuator for moving a shaft of the actuator at the required shaft travel thereby changing the gear ratio (speed and torque) of the power transmission unit (10PTU).
Further, the method step (210) includes generating and sending a gear ratio change command to a transmission controller unit (10TCU) based on the operating efficiency required by the traction motor (10TM); and executing, by the transmission controller unit (10TCU), a change in gear ratio of the power transmission unit (10PTU) thereby changing the speed and torque of the power transmission unit (10PTU) based on the gear ratio change command sent by the main controller unit (102) to the transmission controller unit (10TCU).
Further, the method step (212) includes varying, by the main controller unit (102), frequency and electric current supply to the traction motor (10TM) based on the operating efficiency required by the traction motor (10TM).
The technical advantages of the system (100) are as follows. The system optimizes the operating zone of the traction motor for achieving better efficiency of the traction motor. The system reduces power consumption required for cooling battery and powertrain components of the vehicle due to less heat generation achieved by operating the traction motor in higher efficiency zone. The system varies hydro-static transmission (HST) ratio to operate the traction motor in higher efficiency zone as well as increases vehicle range. The system minimizes power consumed by the traction motor thereby increasing the vehicle range and thermal performance.
The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modifications within the spirit and scope of the embodiments as described herein.
| Number | Date | Country | Kind |
|---|---|---|---|
| 202341039170 | Jun 2023 | IN | national |
