Apparatus and method for controlling generation mode of hybrid electric vehicle

Abstract

Apparatuses and methods for controlling a generation mode of a hybrid electric vehicle are disclosed. The apparatus includes an input device that receives a setting of a generation mode of an engine from a user. The apparatus includes a controller that supplies power to an alternating current (AC) outlet and controls an engine control unit (ECU) to operate an engine of a hybrid electric vehicle (HEV) in the set generation mode when a state of charge (SOC) of a battery does not exceed a threshold. Accordingly, various generation modes that satisfy a user's demand and improve operating efficiency of the engine to prevent unnecessary energy waste can be provided.

Description

[0001] Cross-references to related applications

[0002] This application claims the benefit and priority of Korean Patent Application No. 10-2024-0181724, filed with the Korean Intellectual Property Office on December 9, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to technology for controlling a power generation mode for supplying power to an AC outlet in a hybrid electric vehicle (HEV) equipped with a transmission-integrated electric device (TMED). Background Technology

[0004] Generally, a hybrid vehicle refers to a vehicle that operates by effectively combining two or more different types of power sources. However, in most cases, a hybrid vehicle refers to a vehicle equipped with an engine that obtains driving power by burning fossil fuels and an electric motor that obtains driving power using electricity from a battery.

[0005] Hybrid vehicles can be configured in various ways, using both an engine and an electric motor as power sources. Parallel hybrid vehicles directly transmit the engine's mechanical power to the wheels, receiving assistance from an electric motor powered by battery electricity when needed. Series hybrid vehicles convert the engine's mechanical power into electricity to drive the electric motor or charge the battery. Therefore, parallel hybrid vehicles are advantageous for high-speed or long-distance driving, while series hybrid vehicles are better suited for city driving or short-distance driving.

[0006] Plug-in hybrid electric vehicles (PHEVs) have been developed. PHEVs have a larger battery capacity than HEVs and are charged from an external power source. PHEVs are used only in EV mode for short distances, switching to HEV mode when the battery is depleted. Like HEVs, PHEVs can be equipped with both a gasoline-powered engine and a battery-powered electric motor. This configuration allows the PHEV to be powered by either or both of these sources. PHEVs can also be equipped with a large-capacity, high-voltage battery that can be charged using external power.

[0007] This type of hybrid electric vehicle (HEV) has an engine and a drive motor directly connected to each other as its drive source. The HEV includes a high-voltage battery, a clutch and transmission for power transmission, and an inverter for driving the engine and drive motor. Furthermore, the HEV includes a hybrid power control unit (HCU), a motor control unit (MCU), and a battery control unit (BCU) or battery management system (BMS) connected to each other, allowing them to communicate with each other via a controller area network (CAN) as control devices. Specifically, the transmission-integrated electric unit (TMED) type HEV includes a motor mounted on the transmission side and an engine clutch positioned between the motor and the engine. The TMED type HEV can transmit engine power to the drive system via the drive motor by engaging the engine clutch.

[0008] Recently, with the increasing number of people enjoying leisure activities such as camping and car camping, vehicle-to-load (V2L) technology has been developed to enable the use of vehicle battery power for leisure purposes.

[0009] V2L technology refers to the technology that converts the high-voltage direct current (DC) from the high-voltage battery installed in an EV or PHEV into low-voltage alternating current (AC) that can be used for ordinary household appliances. Therefore, the battery's electrical energy is used externally. V2L technology supplies low-voltage AC to AC outlets installed inside the vehicle and / or AC outlets installed outside the vehicle.

[0010] In the case of EVs and PHEVs, V2L technology can supply 2 to 4 kW of power, which is sufficient to power typical household appliances and can utilize up to 80% of the battery's maximum capacity. However, HEVs are equipped with high-voltage batteries with relatively smaller capacities compared to EVs or PHEVs. Therefore, the high-voltage batteries in HEVs cannot supply sufficient power and also limit the duration of power delivery.

[0011] Traditional TMED HEVs' V2L control technology supplies AC voltage when the battery's state of charge (SOC) is equal to or greater than a set value. Traditional TMED HEVs' V2L control technology runs the engine to charge the battery when the SOC is less than a set value.

[0012] This traditional technology operates the engine in a simple way and does not offer a variety of power generation modes to meet user needs.

[0013] The description in this background section is intended to facilitate an understanding of the background of this disclosure and may include content unknown to those skilled in the art. Summary of the Invention

[0014] This disclosure has been made to address the aforementioned problems in the prior art, while maintaining the advantages achieved by the prior art without being affected.

[0015] One aspect of this disclosure provides an apparatus and method for controlling the power generation mode of a hybrid electric vehicle (HEV). This apparatus and method not only provide various power generation modes to meet user needs but also improve engine operating efficiency to prevent unnecessary energy waste. To this end, the apparatus and method receive a setting for the engine's power generation mode from the user, can supply power to an AC outlet, and, when the battery's state of charge (SOC) does not exceed a threshold, controls the engine control unit (ECU) to operate the hybrid electric vehicle's (HEV) engine in the set power generation mode.

[0016] Another aspect of this disclosure provides apparatus and methods for controlling the power generation mode of an HEV. This apparatus and method can improve engine operating efficiency to prevent unnecessary energy waste. To this end, the apparatus and method may include a brake ratio fuel consumption (BSFC) graph indicating the engine's optimal operating line (OOL). The apparatus and method can determine the converter efficiency, battery efficiency, motor efficiency, AC outlet power demand, AC outlet power demand considering (or based on) the converter efficiency, and the power corresponding to the battery's state of charge (SOC). When the battery's SOC is below a threshold, the apparatus and method can determine the engine's operating point based on the deviation from the AC outlet power demand. When the battery's SOC exceeds the threshold and a reference operating point is located at the lower end of the OOL on the BSFC graph, the apparatus and method can determine the engine's operating point based on the OOL. When the reference operating point is located at the top of the OOL on the BSFC graph, the apparatus and method can determine the reference operating point as the engine's operating point.

[0017] Another aspect of this disclosure provides an apparatus and method for controlling the power generation mode of an HEV. This apparatus and method can improve engine operating efficiency to prevent unnecessary energy waste. To this end, the apparatus and method may include a brake ratio fuel consumption (BSFC) diagram indicating the engine's optimal operating line (OOL). The apparatus and method can determine the converter efficiency, battery efficiency, motor efficiency, engine efficiency (d1) corresponding to the amount of fuel at OOL, AC outlet power demand (γ) considering (or based on) the converter efficiency, engine efficiency (d2) corresponding to the amount of fuel required to output γ, battery rechargeability (ζ), maximum efficiency (F) considering (or based on) ζ, and partial efficiency (G) considering (or based on) γ. When F > G, the apparatus and method can determine the engine operating point based on d1 on the BSFC diagram. When F < G, the apparatus and method can determine the engine operating point based on d2 on the BSFC diagram.

[0018] Another aspect of this disclosure provides an apparatus and method for controlling the power generation mode of a HEV. This apparatus and method can improve engine operating efficiency and prevent unnecessary energy waste. To this end, the apparatus and method may include a BSFC (Body Sound Factor, Vibration, Harshness) diagram, in which the optimal operating point for noise, vibration, and harshness (NVH) is displayed on the engine's OOL (Out-of-Line) region. When the user sets the engine's power generation mode to a low-noise mode, the apparatus and method can determine the optimal NVH operating point of the engine as the operating point. When the battery's SOC is below a lower limit (e.g., 20%), the apparatus and method can determine the required power (γ) of the AC outlet based on the converter's efficiency. The apparatus and method can determine the operating point with the best (i.e., highest) efficiency among the engine outputs corresponding to γ ​​as the engine's operating point.

[0019] Another aspect of this disclosure provides an apparatus and method for controlling the power generation mode of an HEV. This apparatus and method can improve engine operating efficiency to prevent unnecessary energy waste. To this end, the apparatus and method may include a BSFC diagram indicating the engine's OOL (Out of Hour) state. The apparatus and method can determine the converter efficiency, battery efficiency, motor efficiency, AC outlet power demand, and maximum AC capacity (θ). When the user sets the engine's power generation mode to maximum mode, the apparatus and method can determine the engine's operating point for maximum power generation. The apparatus and method can determine the first operating point as the engine's operating point when considering (or based on) the motor's rechargeable power satisfying a first condition. The apparatus and method can determine the second operating point as the engine's operating point when considering (or based on) the battery's rechargeable power (λ) satisfying a second condition.

[0020] The technical problems to be solved by this disclosure are not limited to those described above. Any other technical problems not mentioned herein should be clearly understood by those skilled in the art from the following description. Furthermore, it will be readily understood that the objectives and advantages of this disclosure can be achieved through the elements recited in the claims and combinations thereof.

[0021] According to one aspect of this disclosure, an apparatus for controlling the power generation mode of a hybrid electric vehicle (HEV) includes an input device for receiving a setting of the engine's power generation mode from a user. The apparatus also includes a converter for converting direct current (DC) power from a battery into alternating current (AC) power. The apparatus further includes a controller that supplies AC power to an AC outlet located in the HEV and controls an engine control unit (ECU) to operate the engine in the set power generation mode when the battery's state of charge (SOC) does not exceed a first threshold.

[0022] According to the implementation method, the input device can receive a setting for one of the following: automatic mode, optimal mode, low noise mode, and maximum mode, as a power generation mode.

[0023] According to the implementation method, when the battery's SOC does not exceed a first threshold, the controller can determine the engine's operating point based on the converter's efficiency, the battery's efficiency, the efficiency of the motor directly connected to the engine, the power demand of the AC socket that does not reflect the converter's efficiency, the power demand of the AC socket that reflects the converter's efficiency, and the electrical force corresponding to the battery's SOC.

[0024] According to the implementation method, when the battery's SOC exceeds a first threshold due to engine operation, the controller can determine the engine's operating point based on the converter's efficiency, the battery's efficiency, the efficiency of the motor directly connected to the engine, and the power demand of the AC socket reflecting the converter's efficiency. When the battery's SOC exceeds a second threshold due to engine operation, the controller can stop the engine's operation.

[0025] According to the implementation, the controller can determine maximum efficiency based on the battery's rechargeability. The controller can also determine partial efficiency based on the AC outlet's power demand. The converter's efficiency is reflected in the AC outlet's power demand. When the maximum efficiency exceeds the partial efficiency, the controller can determine the engine's operating point based on a brake-ratio fuel consumption (BSFC) diagram indicating the engine's optimal operating line (OOL). When the maximum efficiency does not exceed the partial efficiency, the controller can determine the engine's operating point based on the engine's efficiency corresponding to the amount of fuel required to output the AC outlet's power demand.

[0026] According to the implementation method, the controller can determine the engine's operating point based on the optimal operating line (OOL) and the brake ratio fuel consumption (BSFC) diagram indicating the engine's optimal operating point for noise, vibration, and harshness (NVH).

[0027] According to the implementation method, when the battery's SOC reaches a lower limit, the controller can determine the required power of the AC outlet based on the converter's efficiency. The controller can then determine the operating point of the engine as the operating point with the best (i.e., highest) efficiency among the engine outputs corresponding to the required power.

[0028] According to the implementation method, when the maximum mode is set to the power generation mode, the controller can determine the engine's operating point based on the converter's efficiency, the battery's efficiency, the efficiency of the motor directly connected to the engine, and the maximum electrical force supplied to the AC socket.

[0029] According to the implementation method, when the maximum mode is set to the power generation mode, the controller can determine the engine's operating point based on the rechargeable power and efficiency of the motor directly connected to the engine.

[0030] According to the implementation method, when the maximum mode is set to power generation mode, the controller can determine the engine's operating point based on the battery's charging power and efficiency, the efficiency of the motor directly connected to the engine, and the power demand of the AC socket.

[0031] According to another aspect of this disclosure, a method for controlling the power generation mode of a hybrid electric vehicle (HEV) includes receiving a setting for the engine's power generation mode from a user via an input device. The method further includes converting direct current (DC) power from the battery into alternating current (AC) power via a converter. The method also includes supplying AC power to an AC outlet located in the HEV via a controller. Furthermore, the method includes controlling the engine control unit (ECU) via the controller to operate the engine in the set power generation mode when the battery's state of charge (SOC) does not exceed a first threshold.

[0032] According to the implementation method, receiving the setting of the power generation mode of the engine may include receiving the setting of one of the following: automatic mode, optimal mode, low noise mode and maximum mode.

[0033] According to the implementation method, the control ECU may include: when the battery's SOC does not exceed a first threshold, determining the engine's operating point based on the converter's efficiency, the battery's efficiency, the efficiency of the motor directly connected to the engine, the power demand of the AC socket that does not reflect the converter's efficiency, the power demand of the AC socket that reflects the converter's efficiency, and the electrical force corresponding to the battery's SOC.

[0034] According to an implementation, the control ECU may include: when the battery's SOC exceeds a first threshold due to engine operation, determining the engine's operating point based on the converter's efficiency, the battery's efficiency, the efficiency of the motor directly connected to the engine, and the power demand of the AC outlet reflecting the converter's efficiency. The control ECU may also include: stopping the engine's operation when the battery's SOC exceeds a second threshold due to engine operation.

[0035] According to an implementation, the control ECU may include: determining maximum efficiency based on the battery's rechargeability. The control ECU may also include: determining partial efficiency based on the AC outlet's power demand. The AC outlet's power demand reflects the converter's efficiency. The control ECU may further include: determining the engine's operating point based on a brake ratio fuel consumption (BSFC) graph indicating the engine's optimal operating line (OOL) when the maximum efficiency exceeds the partial efficiency. The control ECU may further include: determining the engine's operating point based on the engine's efficiency corresponding to the amount of fuel required to output the AC outlet's power demand when the maximum efficiency does not exceed the partial efficiency.

[0036] According to the implementation, the control ECU may include: determining the engine's operating point based on a brake ratio fuel consumption (BSFC) graph that indicates the engine's optimal operating line (OOL) and the engine's optimal operating point for noise, vibration, and harshness (NVH).

[0037] According to the implementation, the control ECU may further include: determining the required power of the AC socket based on the converter efficiency when the battery's SOC reaches a lower limit. The control ECU may also include: determining the operating point of the engine as the operating point with the best (i.e., highest) efficiency among the engine outputs corresponding to the required power.

[0038] According to the implementation method, the control ECU may include: when the maximum mode is set to the power generation mode, determining the engine operating point based on the converter efficiency, the battery efficiency, the efficiency of the motor directly connected to the engine, and the maximum electrical force supplied to the AC socket.

[0039] According to the implementation method, the control ECU may include: when the maximum mode is set to the power generation mode, determining the engine operating point based on the rechargeable power and efficiency of the motor directly connected to the engine.

[0040] According to the implementation method, the control ECU may include: when the maximum mode is set to the power generation mode, determining the engine operating point based on the battery charging power and efficiency, the efficiency of the motor directly connected to the engine, and the power demand of the AC socket. Attached Figure Description

[0041] The above and other objects, features, and advantages of this disclosure will become more apparent from the following detailed description taken in conjunction with the accompanying drawings:

[0042] Figure 1 This is a diagram illustrating an example of a transmission-integrated electric device (TMED) type HEV to which each embodiment of the present disclosure is applied;

[0043] Figure 2This is a block diagram illustrating the configuration of an apparatus for controlling the power generation mode of a hybrid electric vehicle (HEV) according to an embodiment of the present disclosure.

[0044] Figure 3 This is an example diagram showing a brake ratio fuel consumption (BSFC) graph of an engine stored in a memory within a device for controlling the power generation mode of an HEV, according to an embodiment of the present disclosure.

[0045] Figure 4 This is a flowchart illustrating a method for controlling the power generation mode of an HEV according to an embodiment of the present disclosure; and

[0046] Figure 5 This is a block diagram illustrating a computational system for executing a method for controlling the power generation mode of a HEV according to each embodiment of the present disclosure. Detailed Implementation

[0047] In the following, some embodiments of the present disclosure are described in detail with reference to the accompanying drawings. When adding reference numerals to the components in the figures, it should be noted that identical and equivalent components should be identified using the same numerals, even if these components are shown in other figures. Furthermore, in describing embodiments of the present disclosure, detailed descriptions of related known configurations or functions are omitted if it is determined that such detailed descriptions interfere with the understanding of the embodiments of the present disclosure.

[0048] When describing the components of this disclosure, terms such as first, second, A, B, (a), (b), etc., may be used herein. These terms are used only to distinguish elements from other elements, and the nature, sequence, order, and number of elements are not limited by these terms. Furthermore, unless otherwise defined, all terms used herein (including technical or scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. Terms defined in commonly used dictionaries shall be interpreted as having a meaning consistent with the context of the relevant art and shall not be interpreted as having an ideal or overly formal meaning unless clearly defined in this disclosure. When controllers, modules, components, devices, elements, etc., of this disclosure are described as having a purpose or performing an operation, function, etc., controllers, modules, components, devices, elements, etc., shall be regarded herein as being "configured" to satisfy that purpose or perform that operation or function. Each controller, module, component, device, element, etc., may be embodied individually or included as part of a device together with a processor and memory (such as a non-transitory computer-readable medium).

[0049] Figure 1 This is a diagram illustrating an example of a transmission-integrated electric device (TMED) hybrid electric vehicle (HEV) to which each embodiment of the present disclosure is applied.

[0050] like Figure 1 As shown, a TMED-type HEV applying each embodiment of this disclosure may include a parallel hybrid power system. The parallel hybrid power system includes an engine 100, a first motor 200, a second motor 300, an engine clutch 400, and a transmission 500. The first motor 200, the second motor 300, and the engine clutch 400 are disposed between the engine 100 and the transmission 500. This parallel hybrid power system is also referred to as a TMED hybrid power system because the second motor 300 is constantly connected to the input of the transmission 500.

[0051] In this configuration, the first motor 200 can be positioned between the engine 100 and the engine clutch 400. The shaft of the engine 100 (engine shaft) and the first shaft of the first motor 200 (first motor shaft) can be directly connected to each other and can always rotate together. One end of the second shaft of the second motor 300 (second motor shaft) can be connected to the engine clutch 400, and the opposite end of the second shaft can be connected to the input end of the transmission 500. In this configuration, because the second motor 300 can produce a larger output than the first motor 200, the second motor 300 can perform the function of a drive motor.

[0052] The first motor 200 can function as a starter motor, starting the engine 100 when it is started. When the engine 100 is off, the first motor 200 can restore the rotational energy of the engine 100 by generating electricity. When the engine 100 is running, the first motor 200 can also generate electricity using the power of the engine 100. Furthermore, in the TMED II type HEV, the first motor 200 is located between the output side of the engine 100 and the clutch 400, but in the TMED I type HEV, the first motor 200 is located on the input side of the engine 100.

[0053] The second motor 300 (which is a drive motor that generates the power required to drive the vehicle) can assist the engine 100 as needed. Furthermore, the second motor 300 can optionally operate as a generator to produce electrical energy. The second motor 300 may refer to the P2 motor located between the clutch 400 and the transmission 500 in a TMED-type HEV.

[0054] The first motor 200 and the second motor 300 may include multiple power switching elements and may include an inverter that converts the direct current (DC) voltage supplied from the battery 600 into a three-phase alternating current voltage.

[0055] The power output from the engine 100 and the second electric motor 300 is transmitted to the vehicle's drive wheels. In this case, the transmission 500 can be positioned between the clutch 400 and the drive wheels.

[0056] The clutch 400 is positioned between the engine 100 and the second motor 300, and the HEV can be driven in electric vehicle (EV) mode or HEV mode depending on whether the clutch 400 is engaged.

[0057] A transmission gear is provided in the transmission 500, and the torque output from the engine 100 and the second motor 300 to the wheels is changed according to the transmission gear. For example, the transmission 500 can be implemented as an automatic transmission or a continuously variable transmission.

[0058] The battery 600 (which is a high-voltage battery comprising multiple cell cells) can supply electrical energy to the first motor 200 or the second motor 300, or can be charged using the electrical energy generated by each motor.

[0059] The vehicle-to-load (V2L) converter 700 can convert the high-voltage DC power of the battery 600 into the low-voltage AC power used in ordinary household appliances, so that the electrical energy of the battery 600 can be used externally.

[0060] AC socket 800 can be installed inside and outside the HEV to supply power to household appliances.

[0061] Additionally, the TMED type HEV may include a hybrid power control unit (HCU) as a higher-level controller for overall control. The TMED type HEV may also include an electronic control unit (ECU) for controlling the engine 100. The TMED type HEV may further include a motor control unit (MCU) for controlling the first motor 200 and the second motor 300. The TMED type HEV may also include a transmission control unit (TCU) for controlling the transmission 500. The TMED type HEV may also include a battery management system (BMS) for controlling the battery 600 and a traction control system (TCS) for preventing drive wheel slippage.

[0062] Figure 2 This is a block diagram illustrating the configuration of a device for controlling the power generation mode of an HEV according to an embodiment of the present disclosure.

[0063] like Figure 2 As shown, the device 900 for controlling the power generation mode of an HEV according to an embodiment of the present disclosure may include a storage device 10, an input device 20, and a controller 30. In this case, depending on the implementation scheme of the device 900 for controlling the power generation mode of an HEV according to an embodiment of the present disclosure, the components may be combined with each other to form a single component. Alternatively, some components may be omitted. Furthermore, for convenience, the first motor 200 is hereinafter referred to as motor 200.

[0064] Regarding each component, firstly, the storage device 10 can store various logics, algorithms, and programs required for the following processes: receiving the setting of the power generation mode of the engine 100 from the user via the input device 200; supplying power to the AC socket; and controlling the ECU 110 to make the HEV's engine 100 operate in the set power generation mode when the state of charge (SOC) of the battery 600 does not exceed a threshold.

[0065] Storage device 10 can store various logics, algorithms, and programs required for the following processes: including a brake ratio fuel consumption (BSFC) graph indicating the optimal operating line (OOL) of engine 100; determining the efficiency of converter 700, battery 600, motor 200, the power demand of AC socket 800 without considering or based on the efficiency of converter 700, the power demand of AC socket 800 considering or based on the efficiency of converter 700, and the power corresponding to the state of charge (SOC) of battery 600. When the SOC of battery 600 is equal to or less than a threshold, logic, algorithms, and programs may be needed in determining the operating point of engine 100 based on the deviation from the power demand of AC socket 800. When the SOC of battery 600 exceeds the threshold and the reference operating point is at the lower end of the OOL on the BSFC graph, logic, algorithms, and programs may be needed in determining the operating point of engine 100 based on the OOL. When the reference operating point is at the top of the OOL on the BSFC graph, logic, algorithms, and programs may be needed in determining the reference operating point as the operating point of engine 100.

[0066] Storage device 10 can store various logics, algorithms, and programs required in the process of including the BSFC diagram indicating the OOL of engine 100. Logics, algorithms, and programs may be needed in determining the efficiency of converter 700, battery 600, motor 200, the efficiency of engine 100 corresponding to the amount of fuel at OOL (d1), the power demand (γ) of AC socket 800 considering or based on the efficiency of converter 700, the efficiency of engine 100 corresponding to the amount of fuel required to output γ (d2), the rechargeable capacity (ζ) of battery 600, the maximum efficiency (F) considering or based on ζ, and the partial efficiency (G) considering or based on γ. When F > G, logics, algorithms, and programs may be needed in determining the operating point of engine 100 based on d1 in the BSFC diagram. When F < G, logics, algorithms, and programs may be needed in determining the operating point of engine 100 based on d2 in the BSFC diagram.

[0067] Storage device 10 can store various logics, algorithms, and programs required for the process including the BSFC diagram, in which the optimal operating point for noise, vibration, and harshness (NVH) is displayed on the OOL of engine 100. When the user sets the power generation mode of engine 100 to a low-noise mode, logics, algorithms, and programs may be needed to determine the optimal NVH operating point of engine 100 as the operating point. When the SOC of battery 600 is equal to or less than a lower limit (e.g., 20%), logics, algorithms, and programs may be needed to determine the required power (γ) of AC socket 800 based on the efficiency of converter 700. Logics, algorithms, and programs may be needed to determine the operating point of engine 100 that has the best efficiency (i.e., the highest efficiency value) among the engine outputs corresponding to γ.

[0068] Storage device 10 may store various logics, algorithms, and programs required in the process of creating a BSFC diagram that includes the OOL (Out of Hour) of engine 100. Logics, algorithms, and programs may be needed in determining the efficiency of converter 700, battery 600, motor 200, power demand of AC socket 800, and maximum AC capacity (θ). Logics, algorithms, and programs may be needed in determining the operating point of engine 100 for maximum power generation when the user sets the power generation mode of engine 100 to maximum mode. Logics, algorithms, and programs may be needed in determining the first operating point of engine 100 when considering that the rechargeable power of motor 200 satisfies a first condition. Logics, algorithms, and programs may be needed in determining the second operating point of engine 100 when considering or based on the second condition that the rechargeable power (λ) of battery 600 satisfies.

[0069] The input device 20 can receive settings for the power generation mode of the engine 100 from the user. When the input device 20 is implemented as a touch screen, a screen for setting the power generation mode of the engine 100 can be displayed. For example, a screen can be displayed on the touch screen allowing selection of an automatic mode (i.e., the first power generation mode), an optimal mode (i.e., the second power generation mode), a low-noise mode (i.e., the third power generation mode), and a maximum mode (i.e., the fourth power generation mode).

[0070] Controller 30 can be electrically connected to each component and can perform overall control, causing each component to perform its function. Controller 30 can be implemented in hardware or software, or a combination of hardware and software. In one example, controller 30 can be implemented as a microprocessor, but is not limited thereto.

[0071] The controller 30 can receive settings for the power generation mode of the engine 100 from the user via the input device 20. In other words, the controller 30 can receive settings for one of the following: automatic mode, optimal mode, low noise mode, and maximum mode, as the power generation mode of the engine 100. In this case, the automatic mode can be set as the default mode.

[0072] When the vehicle is stopped, the gear is in the P (park) position and the electronic parking brake (EPB) is engaged, the controller 30 can operate the TMED type HEV in generator mode.

[0073] The controller 30 can supply power to both the AC socket located inside and outside the TMED-type HEV. When the SOC of the battery 600 does not exceed a threshold, the controller 30 can control the ECU 110 to operate the HEV's engine 100 in a user-defined power generation mode.

[0074] The controller 30 may deactivate the power generation mode when a user requests to deactivate it, when the AC socket has been unused for more than a reference time (e.g., 10 minutes), when the device's AC connector is disconnected from the AC socket, or when the driver requests to start the engine 100. In this case, the controller 30 may deactivate the power generation mode after notifying the user to deactivate it and when the user grants permission to deactivate it.

[0075] In the following text, see references Figure 3 The description details each operation performed by the controller 30 in various power generation modes.

[0076] Figure 3 This is an example diagram showing a BSFC diagram of the engine stored in a memory within a device for controlling the power generation mode of an HEV, according to an embodiment of the present disclosure.

[0077] like Figure 3 As shown, the vertical axis represents engine torque, the horizontal axis represents engine RPM, and reference numeral 310 indicates the OOL of engine 100. In this case, BSFC refers to the amount of fuel consumed per unit of output, and the smaller the BSFC value, the higher the efficiency, because less fuel is consumed per unit of output. Furthermore, the optimal NVH operating point can also be displayed on the OOL 310 of engine 100.

[0078] When the generator mode of the engine 100 is set to automatic mode, the controller 30 can determine the efficiency of the converter 700, the efficiency of the battery 600, the efficiency of the motor 200, the power demand of the AC socket 800 without considering or based on the efficiency of the converter 700, the power demand of the AC socket 800 considering or based on the efficiency of the converter 700, and the power corresponding to the state of charge (SOC) of the battery 600. In this case, the controller 30 can be configured with efficiency diagrams for the converter 700, the battery 600, and the motor 200, and can determine the efficiency of each based on these efficiency diagrams. For reference, efficiency diagrams for the converter 700, the battery 600, and the motor 200 are generally well known in the art, and therefore detailed descriptions have been omitted.

[0079] Furthermore, the controller 30 can determine the required power (γ) of the AC socket 800, which reflects the efficiency of the converter 700, based on the following equation 1.

[0080] [Equation 1]

[0081]

[0082] In Equation 1, "β" represents the power demand of AC socket 800, which does not reflect the efficiency of converter 700, and "a" represents the efficiency of converter 700. In this case, the power demand of AC socket 800 refers to the power demand of the electrical devices connected to AC socket 800.

[0083] When the SOC of battery 600 is equal to or less than a threshold (e.g., 60%), controller 30 can determine the operating point of engine 100 based on the deviation from the power demand of AC socket 800. For example, controller 30 can determine the operating point (p) of engine 100 based on the following equation 2.

[0084] [Equation 2]

[0085]

[0086] In Equation 2, “a” represents the efficiency of converter 700, “b” represents the efficiency of battery 600, “c” represents the efficiency of motor 200, “γ” represents the power demand of AC socket 800 considering or based on the efficiency of converter, “β” represents the power demand of AC socket 800 without considering or based on the efficiency of converter, and “δ” represents the power corresponding to the SOC of battery 600.

[0087] like Figure 3As shown, when the SOC of battery 600 exceeds a threshold (e.g., 60%), on the BSFC diagram displaying OOL 310 of engine 100, when the reference operating point is at the lower end of OOL 310, controller 30 can determine the operating point of engine 100 based on OOL 310, and when the reference operating point is at the upper end of OOL 310, controller 30 can determine the reference operating point as the operating point of engine 100. For example, controller 30 can determine the reference operating point (p1) based on the following equation 3.

[0088] [Equation 3]

[0089]

[0090] When the SOC of the battery 600 reaches, for example, 70%, the controller 30 can stop (shut down) the operation of the engine 100.

[0091] When the generator mode of the engine 100 is set to the optimal mode, the controller 30 can determine the efficiency of the converter 700, the efficiency of the battery 600, the efficiency of the motor 200, the efficiency of the engine 100 corresponding to the amount of fuel on the OOL (d1), the power demand (γ) of the AC socket 800 considering or based on the efficiency of the converter 700, the efficiency of the engine 100 corresponding to the amount of fuel required to output "γ" (d2), the rechargeable amount (ζ) of the battery 600, the maximum efficiency (F) considering or based on ζ, and the partial efficiency (G) considering or based on γ.

[0092] For example, controller 30 can determine the rechargeable amount (ζ) of battery 600 based on the following equation 4.

[0093] [Equation 4]

[0094] ζ=(ε×d1×c-γ)×b×a

[0095] In Equation 4, “γ” represents the power demand of AC socket 800 considering or based on the efficiency of converter 700, “ε” represents the amount of fuel required to output “γ”, “d1” represents the efficiency of engine 100 corresponding to the amount of fuel on OOL, “a” represents the efficiency of converter 700, “b” represents the efficiency of battery 600, and “c” represents the efficiency of motor 200.

[0096] The controller 30 may consider or determine the maximum efficiency (F) based on "ζ" (e.g., based on the following Equation 5).

[0097] [Equation 5]

[0098]

[0099] In Equation 5, “a” represents the efficiency of converter 700, “b” represents the efficiency of battery 600, “c” represents the efficiency of motor 200, “d1” represents the efficiency of engine 100 corresponding to the amount of fuel on OOL, “γ” represents the power demand of AC socket 800 considering or based on the efficiency of converter 700, “d2” represents the efficiency of engine corresponding to the amount of fuel required to output “γ”, and “ζ” represents the rechargeable amount of battery 600.

[0100] For example, controller 30 can determine partial efficiency (G) based on the following equation 6.

[0101] [Equation 6]

[0102] G = d² × c × a

[0103] In Equation 6, "d2" represents the efficiency of engine 100 corresponding to the amount of fuel (ε) required to output γ.

[0104] When F > G, the controller 30 can determine the operating point of the engine 100 by using "d1" on the BSFC diagram, and when F < G, the controller 30 can determine the operating point of the engine 100 by using "d2" on the BSFC diagram.

[0105] When the power generation mode of engine 100 is set to low noise mode, controller 30 can determine the optimal NVH operating point as the operating point of engine 100.

[0106] When power generation is performed in low-noise mode and the SOC of battery 600 drops below a lower limit (e.g., 20%), controller 30 can determine the required power (γ) of AC socket 800, taking into account or based on the efficiency of converter 700, and controller 30 can determine the operating point of engine 100 with the best efficiency (i.e., highest efficiency value) among the engine outputs with respect to "γ". In this case, engine output can be expressed as the product of engine torque and engine revolutions per minute (RPM), and efficiency means the result of engine output divided by fuel quantity.

[0107] When the generator 100's power generation mode is set to maximum mode, the efficiency of the converter 700, the battery 600, the motor 200, the power demand of the AC socket 800, and the maximum AC capacity can be determined. In this case, the maximum AC capacity refers to the maximum electrical power that can be supplied to the AC socket 800.

[0108] Furthermore, the controller 30 can determine the operating point (p2) of the engine 100 for maximum power generation based on the following equation 7.

[0109] [Equation 7]

[0110]

[0111] In Equation 7, "θ" represents the maximum electrical power that can be supplied to the AC socket 800.

[0112] When the controller 30 considers the rechargeable power (κ) of the motor 200 in maximum mode and the first condition (e.g., κ < p2 × c) is met, the controller 30 can determine the operating point (p3) of the engine 100 based on the following equation 8.

[0113] [Equation 8]

[0114]

[0115] In Equation 8, “κ” represents the rechargeable power of motor 200, and “c” represents the efficiency of motor 200.

[0116] When the controller 30 considers the rechargeable power (λ) of the battery 600 in maximum mode and the second condition (e.g., λ < (p2×c-β)×b) is met, the controller 30 can determine the operating point (p4) of the engine 100 based on the following equation 9.

[0117] [Equation 9]

[0118]

[0119] In Equation 9, “λ” represents the rechargeable power of battery 600, “β” represents the power demand of AC socket 800 without considering or based on converter efficiency, “b” represents the efficiency of battery 600, and “c” represents the efficiency of motor 200.

[0120] Figure 4 This is a flowchart illustrating a method for controlling the power generation mode of an HEV according to an embodiment of the present disclosure.

[0121] First, in operation or step 401, the input device 20 receives the setting of the power generation mode of the engine 100 from the user.

[0122] Then, in operation or step 402, converter 700 converts the DC power of battery 600 into AC power.

[0123] Then, in operation or step 403, controller 30 supplies AC power to the AC socket located in the HEV.

[0124] Then, in operation or step 404, when the SOC of the battery 600 does not exceed the first threshold, the controller 30 controls the ECU 110 to make the engine 100 operate in the set power generation mode.

[0125] Figure 5 This is a block diagram illustrating a computational system for executing a method for controlling the power generation mode of an HEV according to an embodiment of the present disclosure.

[0126] refer to Figure 5 As described above, the method for controlling the power generation mode of an HEV according to embodiments of the present disclosure can be implemented by a computing system 1000. The computing system 1000 may include at least one processor 1100, a memory 1300, a user interface input device 1400, a user interface output device 1500, a storage device 1600, and a network interface 1700 connected via a system bus 1200.

[0127] Processor 1100 may be a central processing unit (CPU) or a semiconductor device that processes instructions stored in memory 1300 and / or storage device 1600. Memory 1300 and storage device 1600 may include various volatile or non-volatile storage media. For example, memory 1300 may include read-only memory (ROM) 1310 and random access memory (RAM) 1320.

[0128] Therefore, the processes of the methods or algorithms described in conjunction with embodiments of this disclosure can be directly implemented by hardware, software modules, or a combination of hardware and software modules executed by processor 1100. Software modules can reside in storage media (i.e., memory 1300 and / or storage device 1600), such as RAM, flash memory, ROM, EPROM, EEPROM, registers, hard disk, removable disk, or CD-ROM. The storage media is coupled to processor 1100, and processor 1100 can read information from and write information to the storage media. In another approach, the storage media can be integrated with processor 1100. Processor 1100 and storage media can reside in an application-specific integrated circuit (ASIC). The ASIC can reside in a user terminal. In yet another approach, processor 1100 and storage media can reside as separate components in a user terminal.

[0129] According to the implementation method, various power generation modes can be provided to meet user needs and improve engine operating efficiency to prevent unnecessary energy waste. To this end, the device and method can receive a setting for the engine's power generation mode from the user, supply power to an AC outlet, and control the engine control unit (ECU) to operate the hybrid electric vehicle (HEV) engine in the set power generation mode when the battery's state of charge (SOC) does not exceed a threshold.

Claims

1. An apparatus for controlling the power generation mode of a hybrid electric vehicle, the apparatus comprising: An input device is configured to receive a setting of the engine's power generation mode from a user; The converter is configured to convert the DC power from the battery into AC power. as well as The controller is configured as follows: The AC power is supplied to an AC outlet located in the hybrid electric vehicle; and When the state of charge of the battery does not exceed a first threshold, the engine control unit is controlled to make the engine operate in the set power generation mode.

2. The device according to claim 1, wherein, The input device is configured to receive a setting for one of automatic mode, optimal mode, low noise mode, and maximum mode as the power generation mode.

3. The device according to claim 2, wherein, The controller is configured to determine the operating point of the engine based on the efficiency of the converter, the efficiency of the battery, the efficiency of the motor directly connected to the engine, the power demand of the AC socket that does not reflect the efficiency of the converter, the power demand of the AC socket that reflects the efficiency of the converter, and the electrical force corresponding to the state of charge of the battery when the state of charge of the battery does not exceed the first threshold.

4. The device according to claim 2, wherein, The controller is configured to: When the state of charge of the battery exceeds the first threshold due to the operation of the engine, the operating point of the engine is determined based on the efficiency of the converter, the efficiency of the battery, the efficiency of the motor directly connected to the engine, and the power demand of the AC socket reflecting the efficiency of the converter. and When the state of charge of the battery exceeds a second threshold due to the operation of the engine, the operation of the engine is stopped.

5. The device according to claim 2, wherein, The controller is configured to: The maximum efficiency is determined based on the rechargeability of the battery; The efficiency is determined based on the power demand of the AC socket, wherein the power demand of the AC socket reflects the efficiency of the converter. When the maximum efficiency exceeds the partial efficiency, the engine's operating point is determined based on a brake ratio fuel consumption map indicating the engine's optimal operating line; and When the maximum efficiency does not exceed the partial efficiency, the operating point of the engine is determined based on the efficiency of the engine corresponding to the amount of fuel required to output the demanded power of the AC socket.

6. The device according to claim 2, wherein, The controller is configured to determine the engine's operating point based on a brake-ratio fuel consumption map that indicates the engine's optimal operating line and the engine's optimal operating point for noise, vibration, and acoustic roughness.

7. The device according to claim 6, wherein, The controller is configured to: When the state of charge of the battery reaches a lower limit, the required power of the AC socket is determined based on the efficiency of the converter; and The operating point of the engine is determined as the operating point of the engine that has the highest efficiency among the engine outputs corresponding to the power demand.

8. The device according to claim 2, wherein, The controller is configured to determine the operating point of the engine based on the efficiency of the converter, the efficiency of the battery, the efficiency of the motor directly connected to the engine, and the maximum electrical force supplied to the AC socket when the power generation mode is set to the maximum mode.

9. The device according to claim 2, wherein, The controller is configured to determine the operating point of the engine based on the rechargeable power and efficiency of the motor directly connected to the engine when the power generation mode is set to the maximum mode.

10. The device according to claim 2, wherein, The controller is configured to determine the operating point of the engine based on the charging power and efficiency of the battery, the efficiency of the motor directly connected to the engine, and the power demand of the AC socket when the power generation mode is set to the maximum mode.

11. A method for controlling the power generation mode of a hybrid electric vehicle, the method comprising: The user receives the setting of the engine's power generation mode via an input device; The converter converts the battery's DC power into AC power. The AC power is supplied to the AC socket located in the hybrid electric vehicle via a controller; and When the state of charge of the battery does not exceed a first threshold, the controller controls the engine control unit to make the engine operate in the set power generation mode.

12. The method according to claim 11, wherein, The setting of the power generation mode of the engine includes receiving a setting for one of the following: automatic mode, optimal mode, low noise mode, and maximum mode.

13. The method according to claim 12, wherein, The engine control unit includes: when the state of charge of the battery does not exceed a first threshold, determining the operating point of the engine based on the efficiency of the converter, the efficiency of the battery, the efficiency of the motor directly connected to the engine, the power demand of the AC socket that does not reflect the efficiency of the converter, the power demand of the AC socket that reflects the efficiency of the converter, and the electrical force corresponding to the state of charge of the battery.

14. The method according to claim 12, wherein, The engine control unit includes: When the state of charge of the battery exceeds the first threshold due to the operation of the engine, the operating point of the engine is determined based on the efficiency of the converter, the efficiency of the battery, the efficiency of the motor directly connected to the engine, and the power demand of the AC socket reflecting the efficiency of the converter; and When the state of charge of the battery exceeds a second threshold due to the operation of the engine, the operation of the engine is stopped.

15. The method according to claim 12, wherein, The engine control unit includes: The maximum efficiency is determined based on the rechargeability of the battery; The efficiency is determined based on the power demand of the AC socket, wherein the power demand of the AC socket reflects the efficiency of the converter. When the maximum efficiency exceeds the partial efficiency, the engine's operating point is determined based on a brake ratio fuel consumption map indicating the engine's optimal operating line; and When the maximum efficiency does not exceed the partial efficiency, the operating point of the engine is determined based on the efficiency of the engine corresponding to the amount of fuel required to output the demanded power of the AC socket.

16. The method according to claim 12, wherein, The engine control unit includes: determining the engine's operating point based on a brake-ratio fuel consumption map indicating the engine's optimal operating line and the engine's optimal operating point for noise, vibration, and acoustic roughness.

17. The method according to claim 16, wherein, The engine control unit also includes: When the state of charge of the battery reaches a lower limit, the required power of the AC socket is determined based on the efficiency of the converter; and The operating point of the engine is determined as the operating point of the engine that has the highest efficiency among the engine outputs corresponding to the power demand.

18. The method according to claim 12, wherein, The engine control unit includes: when the power generation mode is set to the maximum mode, determining the engine's operating point based on the converter's efficiency, the battery's efficiency, the efficiency of the motor directly connected to the engine, and the maximum electrical force supplied to the AC socket.

19. The method according to claim 12, wherein, The engine control unit includes: when the power generation mode is set to the maximum mode, determining the operating point of the engine based on the rechargeable power and efficiency of the motor directly connected to the engine.

20. The method according to claim 12, wherein, The engine control unit includes: when the power generation mode is set to the maximum mode, determining the engine's operating point based on the battery's charging power and efficiency, the efficiency of the motor directly connected to the engine, and the power demand of the AC socket.

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