Method for managing a vehicle with hybrid drive capability, system and vehicle

Abstract

The present invention relates to a robust method, a system that implements said method, and a vehicle equipped with said system, for introducing hybrid topologies into vehicles with flexible combustion engines, providing a series of significant advantages, such as reduced CO2 and hydrocarbon emissions, improved fuel efficiency, and enhanced environmental benefits by means of calibration algorithms and additional optimization of the operating profile of the vehicle, offering flexibility and adaptability to meet a variety of operational and energy efficiency requirements, representing a significant advancement in vehicle propulsion technology.

Description

Descriptive Report of the Invention Patent for "METHOD FOR MANAGING A VEHICLE CAPABLE OF PERFORMING HYBRID DRIVING, SYSTEM AND VEHICLE"

[0001] The present invention relates to the management of hybrid vehicles where the combustion engine is of the Otto, Diesel, Atkinson or Miller cycle type, propelled by at least one fossil fuel such as gasoline or diesel or any other, and also propelled by at least one renewable fuel such as ethanol, methanol, biodiesel, green diesel, HVO (Hydrotreated Vegetable Oil) or any mixture of these two types of fuels, and which face technical challenges to ensure the efficient operation of the vehicle, overcoming problems of vaporization at low temperatures and changes in ignition behavior such as combustion start and burning speed, especially when there is a combination of different types of fuels. STATE OF THE ART

[0002] The development of propulsion technologies for motor vehicles has become an increasing priority, driven by global demands for greater energy efficiency and the need to reduce pollutant emissions that contribute to climate change and urban pollution. Within this context, hybrid vehicles emerge as a promising solution, combining internal combustion engines with electric motors, aiming to improve fuel efficiency and reduce environmental impact by lowering greenhouse gas emissions. Greenhouse gases are gases that absorb and emit radiant energy within the thermal infrared range, causing the greenhouse effect. The main greenhouse gases in the atmosphere are... Earth's particles are water vapor, carbon dioxide (CO2), methane, nitrous oxide, and ozone.

[0003] Hybrid vehicles are designed to operate with two types of engines: an internal combustion engine, which can use different types of fuel, such as gasoline, ethanol, or other liquid fuels, and an electric motor, which is powered by rechargeable batteries. The combination of these systems aims to optimize vehicle performance by alternating or combining the use of the two engines, depending on driving conditions.

[0004] The configuration of a hybrid vehicle allows one to exploit the advantages of both internal combustion engines and electric motors to increase energy efficiency, reduce emissions, and extend the vehicle's range. There are different types of hybrid vehicle architectures, each with its own specific characteristics: • Parallel Hybrid: In this type of vehicle, both the internal combustion engine and the electric motor are directly connected to the vehicle's transmission. This allows both engines to provide power to the wheels, and they can work simultaneously to propel the vehicle. During acceleration, the electric motor is activated to provide instant torque, which improves energy efficiency and vehicle response. The internal combustion engine kicks in when additional power is needed, such as during rapid acceleration or in uphill situations or when torque is required, such as for additional traction to pull a trailer. Furthermore, the internal combustion engine can recharge the electric motor's batteries during deceleration or even braking, through a process known as energy regeneration, optimizing fuel use and recovering some of the energy that would otherwise be dissipated as heat. • Series Hybrid: In a series hybrid vehicle, the internal combustion engine is used exclusively to generate electricity, which is then used to power the electric motor. In this system, the combustion engine is not directly connected to the wheels; its function is to act as a generator that charges the batteries or supplies electrical energy directly to the electric motor. The electric motor is responsible for providing the traction needed to move the vehicle, while the batteries store the energy needed to power the system. • Series-Parallel Hybrid: This type of hybrid vehicle combines characteristics of series and parallel systems, providing operational flexibility. It can operate in series mode, where the internal combustion engine generates electricity for the electric motor, or in parallel mode, where both engines contribute directly to the vehicle's propulsion. This configuration allows the vehicle to automatically adapt to driving conditions, optimizing performance and energy efficiency. • Plug-in Hybrid: Plug-in hybrid vehicles have higher-capacity batteries compared to conventional hybrids, allowing them to travel greater distances using only stored electrical energy. Furthermore, these vehicles can be recharged from external sources, such as a domestic electrical outlet, enabling driving in fully electric mode for longer distances, further reducing fossil fuel consumption and emissions.

[0005] Each type of hybrid vehicle has its own advantages and limitations, but they all aim to combine the efficiency of electric motors with the flexibility and range of conventional vehicles. Internal combustion engines offer more sustainable alternatives for transportation.

[0006] On the other hand, vehicles popularly known as "flex-fuel" vehicles, known for their ability to operate on different types of fuel, offer consumers a wider range of alternatives in choosing the fuel to be used. In Brazil, where ethanol is widely produced, flex-fuel vehicles are particularly popular, allowing drivers to choose to refuel with gasoline, ethanol, or a mixture of both, depending on the cost and availability of these fuels.

[0007] However, both hybrid and flex-fuel vehicles face specific technical challenges regarding energy efficiency and engine performance. One of the challenges faced by hybrid vehicles is extracting the greatest energy efficiency from the combustion engine, which can result in less efficient fuel consumption and higher pollutant emissions.

[0008] A heat engine is a device that converts thermal energy into mechanical work, operating based on a thermodynamic cycle, such as the Otto cycle (gasoline, ethanol, or "flex-fuel" engines), the Diesel cycle (diesel engines), the Atkinson cycle (with greater efficiency in hybrid engines due to prolonged expansion), and the Miller cycle (which improves thermal efficiency by using intake valves with delayed or anticipated closing to reduce compression losses). In internal combustion engines, the chemical energy of the fuel is transformed into heat during combustion and then into mechanical work by moving the pistons. The efficiency of this conversion is limited by Carnot's principle, being influenced by factors such as the compression ratio, the quality of the air-fuel mixture, and the reduction of thermal and mechanical losses.

[0009] When a hybrid vehicle enters the exclusive operating mode of a combustion engine, the internal combustion engine becomes the primary source of propulsion. This means that the electric motor, whose main advantage is energy efficiency, is not fully utilized, resulting in lower performance in terms of fuel consumption and reduced emissions.

[0010] In addition to limiting energy efficiency, the predominant use of gasoline in hybrid vehicles can significantly compromise the goal of reducing pollutant emissions. Gasoline, when compared to other fuels such as ethanol, is known to generate higher amounts of carbon dioxide (CO2) and other pollutants, such as carbon monoxide (CO), unburned hydrocarbons (HC), and nitrogen oxides (NOx), which contribute to air pollution and the greenhouse effect.

[0011] Gasoline has a high energy density, but its chemical and combustion properties result in more polluting byproducts. Incomplete combustion of gasoline can increase pollutant emissions, especially under variable load conditions where the combustion engine does not operate at its maximum efficiency range. This reliance on gasoline, therefore, limits the effectiveness of hybrid vehicles in achieving environmental goals, especially in regions or situations where reducing CO2 emissions is a priority.

[0012] In contrast, flex-fuel vehicles, which operate on different fuels such as gasoline and ethanol, present their own technical challenges, especially when using ethanol in adverse weather conditions, such as low temperatures. Ethanol, due to its distinct chemical composition, has a higher vaporization point than gasoline, meaning it requires more energy to evaporate.

[0013] In cold climates and environments, this characteristic of ethanol can result in difficulties in the proper vaporization of the fuel before ignition, leading to incomplete combustion and the generation of unburned hydrocarbons (HC). This problem is particularly evident during cold starts or driving cycles at low temperatures, where the engine needs a richer air-fuel mixture to initiate the combustion process. When ethanol does not vaporize correctly, the engine does not start the combustion process or may experience failures in the combustion process, increasing starting time and contributing to higher pollutant emissions in the initial stages of operation.

[0014] In addition to vaporization challenges, the use of ethanol in flex-fuel vehicles can also impact energy efficiency, especially when the vehicle operates at temperatures below the ideal for ethanol combustion. The lower energy content per liter of ethanol, compared to gasoline, means that the vehicle needs a larger volume of ethanol to travel the same distance it would travel with gasoline, resulting in higher fuel consumption.

[0015] During operation in cold temperatures, this need for a larger volume is exacerbated by ignition and combustion difficulties. Ethanol also tends to absorb water, which can cause additional problems such as gel formation or corrosion of fuel system components. To mitigate these problems, flex-fuel vehicles are often equipped with auxiliary starting devices, such as cold-start systems that use gasoline to start the engine in low temperatures, but this solution compromises the full utilization of ethanol, limiting the environmental benefits of using a renewable fuel. However, more sophisticated systems exist that eliminate the need for this. The need for supplemental gasoline injection is achieved by heating the ethanol to its vaporization limit.

[0016] Thus, while ethanol offers significant advantages in terms of reduced emissions compared to gasoline, especially in terms of CO2 and NOx production, its effectiveness depends on specific operating conditions, which are not always ideal. This highlights the need for technological improvements to maximize its use in flex-fuel vehicles.

[0017] Given the technical challenges faced by hybrid and flex-fuel vehicles, a promising solution is the adoption of more advanced hybrid topologies. These topologies seek to maximize energy efficiency and reduce pollutant emissions, fully exploiting the advantages of internal combustion engines and electric motors.

[0018] Advanced hybrid topologies optimize the integration between different types of propulsion, allowing for smarter use of electric and combustion engines. By prioritizing the use of the electric motor whenever possible, these configurations reduce dependence on gasoline and, consequently, fuel consumption and associated emissions.

[0019] One of the main advantages of these topologies is operational flexibility, which allows flex-fuel vehicles to more efficiently integrate combustion engines with various fuels, such as gasoline and ethanol. This flexibility not only improves efficiency but also provides a driving experience adaptable to the user's specific needs.

[0020] For these hybrid topologies to advance, it is essential to overcome significant technical challenges, including the efficient integration of combustion engines, electric motors, batteries, and control systems. The effectiveness of these configurations depends on a well-designed system. The meticulous and precise integration of these components ensures both energy efficiency and system reliability.

[0021] A crucial element in the development of these topologies is the implementation of sophisticated control algorithms. These algorithms are responsible for dynamically optimizing engine operation, adjusting to power, efficiency, and emissions demands. They allow the propulsion system to respond intelligently to different operating conditions, maximizing efficiency and minimizing environmental impact.

[0022] In addition to hybrid topologies, another important approach to overcoming the challenges of hybrid and flex-fuel vehicles involves improving internal combustion engine technologies. More advanced fuel injection systems, capable of operating optimally with various types of fuels, are essential to improve efficiency and reduce emissions.

[0023] Advanced ignition control technologies also play a key role, optimizing the combustion process for different fuels. This is particularly relevant for flex-fuel vehicles, where fuel variability can affect performance and emissions.

[0024] Furthermore, the development of more efficient temperature control systems, which ensure optimal engine operation under different climatic conditions, is vital to improving the efficiency of hybrid and flex-fuel engines. The ability to maintain appropriate operating temperatures contributes to a more efficient and less polluting combustion process.

[0025] Energy recovery technologies, especially those that harness energy generated during deceleration and braking, are equally important. Efficient recovery of this energy helps increase vehicle range and reduce fuel consumption. The need for additional energy, further improving the efficiency of the propulsion system.

[0026] Therefore, the introduction of advanced hybrid topologies and the development of more efficient technologies for internal combustion engines are fundamental strategies to overcome the technical challenges of hybrid and flex-fuel vehicles. These innovations aim not only to increase energy efficiency and reduce emissions, but also to expand the options available to consumers, offering more sustainable and economically viable vehicles.

[0027] The automotive industry, by continuing to invest in research and development of advanced propulsion technologies, demonstrates its commitment to innovative solutions for mobility challenges. These advancements not only benefit manufacturers and consumers, but also contribute to a cleaner, more efficient, and sustainable future.

[0028] In the context of hybrid vehicles, patent document US2003217876 proposes that an alternative to reduce emissions is to use gasoline-ethanol blends or pure ethanol. It further states that for ethanol to be used on a national scale with a significant impact on air quality and fuel economy, substantial infrastructure investments (incipient at the time of publication) would be necessary, encompassing fuel production and distribution, and the adaptation of vehicle manufacturing, distribution, and maintenance systems. However, this document is completely silent on techniques that would enable the use of gasoline with ethanol or pure ethanol in hybrid vehicles.

[0029] In this sense, the document makes no explicit mention of the use of hybrid vehicles that operate on two fuels, such as gasoline and ethanol or their mixtures, in an integrated manner. The mentions of Previous documents and / or those cited prior notice refer mainly to economic and infrastructure challenges for the adoption of alternative fuels, but do not specifically address the combination of two fuels in hybrid vehicles.

[0030] Therefore, it is necessary to use a management system and a system that executes this system that overcomes all the aforementioned drawbacks. OBJECTIVES OF THE INVENTION

[0031] The present invention aims to provide a robust method, a system that executes said method, and a vehicle equipped with said system, for the introduction of hybrid topologies in vehicles with flexible combustion engines, bringing with it a series of significant advantages, such as the reduction of CO2 and hydrocarbon emissions, the improvement of fuel efficiency, and the expansion of environmental benefits through calibration algorithms and further optimization of the vehicle's operating profile, offering flexibility and adaptability to meet a variety of operating and energy efficiency requirements, representing a significant advance in vehicle propulsion technology. BRIEF DESCRIPTION OF THE INVENTION

[0032] Aiming to overcome the drawbacks of the prior art, the present invention describes a method for managing a vehicle capable of performing hybrid driving, said vehicle being equipped with • at least one battery; • at least one fuel tank; • at least one electric motor; • at least one internal combustion engine powered by at least two fuels or a mixture of fuels, at least one of which is renewable; • at least one fuel injection system; • at least one control unit; the said method comprising the steps of • Identify the operating status of the electric and internal combustion propulsion systems; • Monitor at least one environmental condition; • Monitor the battery status using a battery monitoring device; • monitor at least one characteristic of the fuel to be injected, using at least one means of fuel monitoring; • evaluate the dynamic power demand of the vehicle and the energy efficiency of the fuels available in the fuel tank by means of at least one sensor electronically associated with the control unit; • To evaluate the total available energy for the electric motor and the internal combustion engine through the energy efficiency of the fuels available in the fuel tank, all through at least one control unit; • To execute the combination of electric and internal combustion propulsion, based on the energy efficiency of the fuels available in the fuel tank and the dynamic power demand of the vehicle, employing at least one control unit, considering the parameters of total power, dynamic power demand of the engine. Internal combustion, fuel equivalence factor, total available energy for the electric motor and the internal combustion engine through the energy efficiency of the fuels available in the fuel tank, including the definition of torque distribution between different motors, the selection of operating modes, the adaptation of vehicle operation according to the dynamic power demand and operating conditions of the internal combustion engine, and the restriction of simultaneous charging operations that cause an increase in the dynamic power demand of the internal combustion engine.

[0033] The present invention also describes a vehicle management system capable of performing hybrid driving that executes the method defined above, said system comprising • at least one control unit; • at least one means of battery monitoring; • at least one means of fuel monitoring; • at least one acceleration sensor.

[0034] The present invention also describes a vehicle capable of performing hybrid driving comprising at least one of the systems defined above and performing a method defined above. BRIEF DESCRIPTION OF THE FIGURES Figure 1 - Schematic representation of the method that is the subject of the present invention. Figure 2 - Schematic representation of the system that is the subject of the present invention. DETAILED DESCRIPTION OF THE FIGURES

[0035] As explained above, in the context of hybrid vehicles, one of the technical challenges is to ensure efficient and adaptable energy management, considering the dynamic interaction between electric motors and internal combustion, as well as the need to optimize the use of different types of fuels.

[0036] The proposed hybrid engine management method offers a comprehensive and sophisticated solution for optimizing the performance and efficiency of hybrid vehicles. As can be seen in Figure 1, the system encompasses a series of steps aimed at ensuring efficient and sustainable vehicle operation under diverse operating conditions, improving the cost function based on the fuel burned. It integrates advanced monitoring, dynamic evaluation, and adaptive adjustments to continuously optimize vehicle performance, considering factors such as driving style and weather conditions.

[0037] The hybrid engine management method, which is the subject of this invention, comprises a series of features, including identifying the operating status of the electric and internal combustion engines, monitoring the battery, evaluating the vehicle's dynamic power demand, and assessing the energy efficiency of available fuels, among other essential steps.

[0038] The system responsible for implementing this method integrates a battery monitoring system designed to ensure effective management of stored energy, contributing to maximizing battery range and lifespan. Similarly, the method also incorporates a fuel monitoring system that enables refined control of energy injection and distribution, resulting in optimized performance and reduced emissions. The system's ability to make continuous adjustments based on... Changes in operating conditions are crucial to ensuring optimized operation over time. This adaptive approach allows the system to respond dynamically to different demands and scenarios, ensuring efficient and sustainable performance in all situations.

[0039] By considering the dynamic interaction between electric motors and internal combustion, the system seeks to maximize energy efficiency, reduce emissions, and promote sustainable operation.

[0040] One of the fundamental steps in the system is identifying the operating status of the electric motor and the internal combustion engine. This involves assessing the battery charge and temperature, as well as monitoring the status and characteristics of the fuel available in the tank. This information is essential to determine the best drive strategy, taking into account the dynamic and static power demands of the vehicle.

[0041] The battery monitoring system is designed to ensure effective management of stored energy. Battery status sensors and control units allow for precise assessment of the battery's condition, contributing to maximizing autonomy and battery lifespan. Quantitative modeling of the battery's condition also plays a crucial role in optimizing the use of stored energy.

[0042] Similarly, the fuel monitoring system, through fuel type, level, and pressure sensors, enables refined control of fuel injection and distribution. This ensures precise power delivery, taking into account the energy efficiency of available fuels, resulting in optimized performance and reduced emissions.

[0043] The control unit is the brain of the system, coordinating all operations based on information collected by different sensors and monitoring systems. The presence of a power management unit is crucial, as it allows for the dynamic determination of the best drive combination for the propulsion systems, focusing on energy efficiency and overall vehicle operating efficiency.

[0044] Furthermore, the system allows the use of a variety of data, such as distance to be traveled, trajectory, traffic conditions, fuel price variations, weather conditions, terrain inclination, and driver driving style, to assess the vehicle's dynamic power demand and the energy efficiency of available fuels. This holistic approach ensures optimized vehicle operation in different operational situations.

[0045] The system's ability to perform the described steps continuously, periodically, sequentially, and simultaneously is fundamental to ensuring dynamic and adaptable management of the vehicle's operating conditions. This flexibility allows the system to respond effectively to different demands and variations in operating conditions, guaranteeing optimized performance in all circumstances.

[0046] Therefore, the present invention describes a method for managing a vehicle capable of performing hybrid driving, said vehicle being equipped with... • at least one B battery; • at least one fuel tank T; • at least one electric motor M; and • at least one internal combustion engine C powered by at least two fuels, at least one of which is renewable; • at least one fuel injection system • at least one control unit U; wherein the said method comprises the steps of • identify the operating status of electric and internal combustion propulsion systems 1; • monitor at least one environmental condition 2; • monitor the battery status 3 using a battery monitoring device; • monitor at least one characteristic of the fuel 4 to be injected, by means of at least one means of fuel monitoring; • evaluate the dynamic power demand of the vehicle and the energy efficiency of the fuels available in the fuel tank 5 by means of at least one sensor electronically associated with the control unit; • evaluate the total available energy for the electric motor and the internal combustion engine through the energy efficiency of the fuels available in fuel tank 6, all by means of at least one control unit; • To execute the combination of electric and internal combustion engine drive 7, based on the energy efficiency of the fuels available in the fuel tank and the dynamic power demand of the vehicle, employing at least one control unit, considering the parameters of total power, dynamic power demand of the internal combustion engine, fuel equivalence factor, total available energy for the electric motor and the internal combustion engine through the energy efficiency of the Available fuels in the fuel tank, including defining the torque distribution between different engines, selecting operating modes, adapting vehicle operation according to the dynamic power demand and operating conditions of the internal combustion engine, and restricting simultaneous loading operations that cause an increase in the dynamic power demand of the internal combustion engine.

[0047] This step of combining the electric motor drive and the internal combustion engine 7 occurs as a function of energy efficiency and the total energy efficiency of vehicle operation and is performed according to the formula below: Total P (t) = PlCE +PHC + S(t). PBatt

[0048] In the formula, PHC refers to the energy efficiency of the fuels in the tank. Fuel energy efficiency is a measure of the amount of useful energy that can be obtained from a certain amount of fuel, relative to the total energy it contains. In other words, it indicates how much of the energy stored in the fuel is converted into useful work (such as moving a vehicle) and how much is lost in the form of heat, friction, or other losses in the conversion process.

[0049] Energy efficiency is influenced by several factors, including: • The calorific value of the fuel, which is the amount of energy it can release during combustion (calorific value is the amount of energy per unit mass released in the oxidation of a given fuel). • Characteristics of the motor or energy conversion system, which determine how much of that energy can be used to perform work. • Losses in the system, such as heat released during the combustion process or mechanical resistance in the moving parts of the engine.

[0050] The calorific value of a fuel is the amount of energy it releases during complete combustion. It can be measured in two ways: the higher calorific value (HCV), which considers the total energy released, including the heat contained in the water vapor formed, and the lower calorific value (LCV or HL), which excludes this energy associated with water vapor, being closer to what is actually used in engines and energy conversion systems. Fuels with a higher calorific value have a greater capacity to release energy per unit of mass or volume, which is reflected in greater energy efficiency in combustion systems.

[0051] For example, fuels with higher calorific value, such as diesel, tend to offer greater energy efficiency in engines designed for their use, while renewable fuels such as ethanol may have slightly lower efficiency, depending on the conditions and the conversion system. The energy efficiency of fuels is fundamental in determining the range and performance of vehicles, machines, and equipment that use these fuels, as well as directly impacting consumption and emissions of polluting gases.

[0052] The fuel equivalence factor (represented as “s”) is a measure that weights electrical power against fuel power. This factor is used to balance electrical power and internal combustion engine power, taking into account the efficiency and capacity of each energy source.

[0053] The fuel equivalence factor (s) is calculated based on different parameters, including the battery state of charge, the available electrical power, the system efficiency, and the power of internal combustion engine. This calculation aims to determine the relative contribution of each energy source to the total power available in the hybrid system, taking into account operating conditions (including fuel consumption, emissions, and ideally driver and passenger comfort) and energy efficiency.

[0054] Therefore, the fuel equivalence factor (s) plays an important role in power management in a hybrid system, ensuring the efficient use of electrical energy and fuel, and contributing to the optimization of the performance and efficiency of the hybrid propulsion system.

[0055] Therefore, it is understood that the internal combustion engine C is powered by at least two fuels, with at least one of the fuels being from a renewable source, a fossil fuel, or a mixture of renewable and fossil fuels in any proportion.

[0056] The total available power is calculated from the current fuel consumption and the energy stored in the battery: Ptotal (t) = m fuel MICE.ft , nICE (t) . Hl + PHC + (s). PBatt

[0057] The power of an electric machine includes mechanical power (mech) and losses (SysLosses): Pbatt = PEIM mech + PElSysLosses

[0058] The fuel equivalence factor s weighs the electrical power against the fuel power:

[0059] SOC correction prevents minimum / maximum SOC.

[0060] Next, the theoretical interpretation of s0: Loading: s0 = ElSysFuturo / qlCEFuturo Unloading: s0 = l / (r|ElSysFuturo X qlCEFuturo)

[0061] Therefore, in the set of formulas governing the present invention: P = Power M = Torque n = Velocity ICE = Internal combustion engine EIM = Electric motor Hl = lower calorific value s = Fuel Equivalence Factor PHC = Calorific value of the fuel present in the tank (applicable only for higher rates of renewable fuel relative to fossil fuel present in the tank) I] = yield

[0062] All of this occurs because, at low temperatures, less energy is produced from the same amount of fuel. In other words, at lower temperatures, the efficiency of fuel combustion is compromised. This means that, in cold conditions, the same amount of fuel will not produce energy as efficiently as at higher temperatures. This information highlights the importance of considering temperature variations in the fuel combustion process, which can influence fuel selection and the adjustments needed to ensure system efficiency under different environmental conditions.

[0063] Environmental conditions are understood to include at least one parameter of the environment, such as temperature, but are not limited to this single parameter.

[0064] In an alternative embodiment, the present invention describes a method in which steps 2, 3, and 4 are performed simultaneously. However, configurations are permitted in which steps 2, 3 and 4 are performed sequentially in that order and / or in any alternating order.

[0065] In a preferred embodiment, the present invention describes a method that includes the steps of • control the quantity and timing of fuel injection, according to vehicle demand and fuel energy efficiency 8 by means of at least one control unit; • control the distribution of energy between the electric and internal combustion engines according to the vehicle's demand and the energy efficiency of the fuels 9 by means of at least one control unit; • maximize the use of energy stored in the battery and available fuels, taking into account the information obtained in the previous steps 10 through at least one control unit; • Repeat all previous steps 1, 1, readjusting steps 7, 8, and 9 based on changes in the operating conditions defined in steps 1, 2, 3, 4, 5, and 6.

[0066] In a particular embodiment, the present invention describes a method wherein the battery monitoring means comprises at least one of the following: • at least one battery status sensor; • at least one control unit that performs at least one quantitative modeling of the battery state.

[0067] In another particular embodiment, the present invention describes a method where the battery state includes at least one of the following states: • tension; • current; • temperature; • power; • state of charge; • state of health.

[0068] The state of charge (SoC) of a battery refers to the amount of energy stored relative to the battery's total capacity. In other words, the SoC indicates the level of charge remaining in the battery, usually expressed as a percentage. A SoC of 100% means the battery is fully charged, while a SoC of 0% indicates that the battery is completely discharged.

[0069] The state of charge is important for monitoring battery performance in real time and is used to predict the range of electric and hybrid vehicles. It is determined based on parameters such as voltage, current, and battery temperature, and can be calculated using complex algorithms that take into account the charge and discharge history.

[0070] The main sensors that detect the state of charge (SoC) of the battery in a hybrid vehicle are the following: • Battery voltage sensor - measures the battery voltage to determine the charge level. • Battery Current Sensor - Monitors the battery's input and output current to calculate charging and discharging. • Battery Temperature Sensor - measures the battery temperature, which is important for adjusting charging efficiency and preserving battery life. • Battery Impedance Sensor - measures the internal impedance of the battery, which can indicate the battery's health status and its ability to hold a charge. • Battery Energy Management Sensor (BEMS) - an integrated sensor that monitors battery voltage, current, and temperature, providing accurate data on the battery's state of charge and overall condition. • Battery Management System (BMS) - although not a single sensor, the BMS is a system that uses data from multiple sensors (voltage, current, temperature) to calculate the state of charge and manage battery performance.

[0071] In a specific implementation, the present invention relates to a method where the characteristic of the fuel 4 to be injected comprises at least one characteristic between • type of fuel; • fuel level; • fuel pressure.

[0072] In a particular embodiment, this invention proposes a method, or at least one means, for fuel monitoring comprising at least one means between • fuel composition sensor; • fuel temperature sensor; • fuel density sensor; • fuel pressure sensor; • Oxygen sensor; • detonation sensor; • fuel conductivity sensor; • fuel quality sensor; • fuel level sensor; • Fuel fluorescence sensor.

[0073] The dynamic power demand of a vehicle is understood to be the power required to effect changes in the vehicle's motion. Vehicle demand, that is, when there is a variation in speed, direction, or elevation conditions. Unlike static demand, which occurs when the vehicle is at a constant speed, dynamic demand occurs in situations of acceleration, deceleration, or when external forces are acting on the vehicle.

[0074] Dynamic demand involves: • Acceleration - when the vehicle increases its speed, the demand for power is greater, as the engine needs to overcome inertia (the resistance the vehicle has to changing its state of motion) and provide additional energy to increase speed. • Uphill or downhill driving - when going uphill, the engine needs to overcome the force of gravity, requiring more power. On downhill driving, on the other hand, the power demand may be lower, or the braking system may be activated, requiring speed control. • Change of direction - in curves or maneuvers that alter the vehicle's trajectory, more lateral forces may be needed and, consequently, a variation in power to maintain the stability and control of the vehicle. • Changes in external resistance - alterations in wind conditions (such as headwinds or tailwinds) and variations in road surface (such as uneven terrain) dynamically affect the vehicle's power demand.

[0075] Thus, dynamic power demand is the extra energy required to change the vehicle's state of motion, whether in terms of speed, altitude, or direction. This includes not only the forces needed to accelerate or decelerate, but also to overcome variations in environmental and terrain conditions.

[0076] Additionally, the power demand when starting a vehicle is considered a dynamic demand. This is because, during starting, the engine needs to overcome the initial inertia of the vehicle, which is at rest, to set it in motion. This action requires a significant amount of power, especially because the engine needs to generate the torque necessary to overcome the initial mechanical resistance and start moving the wheels.

[0077] Some factors that influence power demand during starting are: • Vehicle inertia - the engine needs to provide power to overcome inertia and set the vehicle in motion, which requires more effort than maintaining motion at a constant speed. • Rolling resistance and friction - when starting to move, the friction between the tires and the road is greater, and the engine needs to generate enough power to overcome this resistance. • Engine conditioning - internal combustion engines, for example, may require more power during cold starts, as they need more energy to reach the ideal operating temperature and overcome the internal resistance of the still unheated lubricating oil.

[0078] Therefore, the demand to start a vehicle is typically high and falls under dynamic demand, as there is a significant change in the state of motion (from stationary to moving) that requires extra energy.

[0079] In a particular embodiment, the present invention provides a method where the dynamic power demand of the vehicle includes at least one value related to at least one torque between total recovery torque and • braking torque.

[0080] In a specific configuration, the present invention details a method where the sensor electronically associated with the control unit that evaluates the dynamic power demand of the vehicle and the energy efficiency of the fuels available in the fuel tank (step 5) comprises at least one sensor of the type • accelerometer; • gyroscope; • wheel speed sensor; • brake pressure sensor; • inertial measurement unit; • engine torque sensor; • accelerator pedal position sensor; • airflow sensor; • tilt sensor; • G-force sensor; • longitudinal acceleration model of the vehicle.

[0081] In a specific variation, this invention describes a method in which the control unit includes a power management unit.

[0082] In a specific implementation, the present invention discloses a method in which the control unit comprises a power management unit.

[0083] In another particular embodiment, this invention describes a method where the step of evaluating the dynamic power demand of the vehicle and the energy efficiency of the fuels available in the fuel tank (step 5) uses at least one piece of data between • distance to be traveled; • the route to be followed; • traffic conditions; • fuel price variations; • weather conditions; • slope of the terrain; • Driver's driving style; • Interface for changing throttle response (e.g., a button or screen to activate sport or economy mode).

[0084] In a particular embodiment, the present invention provides a method in which the step of evaluating the dynamic power demand of the vehicle and the energy efficiency of the fuels available in the fuel tank (step 5) uses at least one piece of data between • energy efficiency of fuels; • fuel prices; • Fuel octane rating.

[0085] According to a particular embodiment, the present invention relates to a method where steps 1, 2, 3, 4, 5, 6, 7, 8, 9, and 10 occur continuously.

[0086] In a particular embodiment, this invention proposes a method where steps 1, 2, 3, 4, 5, 6, 7, 8, 9, and 10 occur periodically.

[0087] In a specific implementation, the present invention relates to a method where steps 1, 2, 3, 4, 5, 6, 7, 8, 9, and 10 occur sequentially.

[0088] In one particular embodiment, the present invention provides a method where steps 1, 2, 3, 4, 5, 6, 7, 8, 9, and 10 occur simultaneously.

[0089] In a specific variation, this invention describes a method where steps 6, 7, and 8 are readjusted based on changes. Under the operational conditions defined in steps 1, 2, 3, 4, and 5, this occurs periodically.

[0090] In another particular embodiment, this invention proposes a method for readjusting steps 7, 8, and 9 based on changes in the operating conditions defined in steps 1, 2, 3, 4, 5, and 6, which occurs continuously.

[0091] Additionally, the present invention describes a vehicle management system capable of performing hybrid driving that executes the method defined above, said system comprising • at least one control unit; • at least one means of battery monitoring; • at least one means of fuel monitoring; • at least one acceleration sensor.

[0092] In some vehicles, especially electric and hybrid vehicles, the vehicle control unit and the battery management unit may be integrated or part of the same control system. However, in many cases, these units are separate due to the complexity and specialization of each function.

[0093] The vehicle control unit is responsible for managing and coordinating various vehicle functions, such as engine control, braking, acceleration, transmission, and, in electric or hybrid vehicles, the overall management of the electric propulsion system. It makes decisions based on information from multiple subsystems, including the unit that manages the battery, to ensure that the vehicle operates efficiently, safely, and optimally.

[0094] On the other hand, the battery monitoring unit's function is to specifically monitor and manage the vehicle's battery. It controls the charging and discharging process, the temperature, and ensures that the battery operates within safe and efficient parameters. This unit monitors the state of charge, the battery's health status, the balance between the cells, and also protects against overcharging or overheating.

[0095] In some vehicles with simplified electronic architecture, especially in smaller or less complex models, the vehicle control unit may integrate the functions of the battery management unit, also taking on the role of monitoring and managing the battery. This can occur in systems designed to reduce costs and complexity, where both functions are combined into a single unit to optimize system design.

[0096] However, in more sophisticated and high-performance hybrid and electric vehicles, these units are usually separated. This is to allow for more precise and specialized management of each subsystem, where the battery management unit focuses exclusively on the battery, while the vehicle control unit concentrates on the overall coordination of the vehicle. The separation between these units is also common for safety reasons, since the Battery Management Unit can operate autonomously, constantly monitoring the battery and performing emergency shutdowns when necessary.

[0097] Thus, while in simpler vehicles these two units may be integrated, in more complex and sophisticated vehicles they are usually separated to ensure more efficient and specialized control of each part of the system.

[0098] Thus, according to a particular embodiment, the present invention relates to a system where the control unit includes a power management unit.

[0099] In a specific configuration, the present invention details a system where the control unit comprises a power management unit. [000100] In another specific implementation, the present invention relates to a system wherein the battery monitoring means comprises at least one means between • at least one battery charge status sensor; • at least one battery temperature sensor; • at least one control unit that performs at least one quantitative modeling of the battery state. [000101] In a particular embodiment, the present invention provides a system wherein the fuel monitoring means comprises at least one means between • sensor for identifying fuel type; • fuel level sensor; • fuel pressure sensor; • Fuel quality sensor. [000102] In a particular embodiment, this invention proposes a system where the control unit includes at least one integrated energy management unit. [000103] In another specific configuration, the present invention details a system where the control unit is electronically associated with at least one independent power management unit. [000104] In the context of combustion engines, acceleration sensors interpret the driver's demand by transforming the movement of the accelerator pedal into electronic signals for the ECU, which adjusts parameters such as fuel injection and airflow. Among the main sensors is the TPS (Throttle Position Sensor), which measures the angular position of the throttle in systems with a mechanical connection between the pedal and the throttle. The APP (Accelerator Pedal Position Sensor), used in drive-by-wire electronic systems, directly detects the pedal position through potentiometers or Hall effect sensors. Complementing this invention, the MAP (Manifold Absolute Pressure) measures the pressure in the intake manifold, and the MAF (Mass Air Flow) evaluates the intake airflow, both providing data on power demand. In modern systems, it is common to combine APP sensors with MAP or MAF, ensuring greater precision in engine control, performance efficiency, and reduced emissions. The present invention contemplates the use of at least one of these sensors, but is not limited to them, and any other types of sensors not listed that fulfill this function are permitted.[000105] Thus, the present invention fulfills the objective of providing a robust method, a system that executes said method, and a vehicle equipped with said system, for the introduction of hybrid topologies in vehicles with flexible combustion engines, bringing with it a series of significant advantages, such as the reduction of CO2 and hydrocarbon emissions, the improvement of fuel efficiency, and the expansion of benefits through lean calibration algorithms and further optimization of the vehicle's speed profile and gear changes. The diversity of hybrid configurations offers flexibility and adaptability to meet a variety of operating and energy efficiency requirements, representing a significant advance in vehicle propulsion technology. [000106] In this way, this technology contributes to environmental preservation, reducing the environmental impact of vehicles and promoting more sustainable practices in the automotive industry.

Claims

CLAIMS 1. A method for managing a vehicle capable of performing hybrid driving, said vehicle being equipped with • at least one battery (B); • at least one fuel tank (T); • at least one electric motor (M); • at least one internal combustion engine (C) powered by at least two fuels, with at least one of the fuels being from a renewable source; • at least one fuel injection system (i); • at least one control unit (U); characterized by comprising the steps of • identify the operating status of electric and internal combustion engines (1); • monitor at least one environmental condition (2); • monitor battery status (3) by means of a battery monitoring device; • monitor at least one characteristic of the fuel (4) to be injected, by means of at least one means of fuel monitoring; • evaluate the dynamic power demand of the vehicle and the energy efficiency of the fuels available in the fuel tank (5) by means of at least one sensor electronically associated with the control unit; • evaluate the total available energy for the electric motor and the internal combustion engine through the energy efficiency of the fuels available in the fuel tank (6), all by means of at least one control unit; • execute the combination of drive of the electric and internal combustion engines (7), based on the energy efficiency of the fuels available in the fuel tank and the dynamic power demand of the vehicle, employing at least one control unit, considering the parameters of total power, dynamic power demand of the internal combustion engine, fuel equivalence factor, total available energy for the electric motor and the internal combustion engine through the energy efficiency of the fuels available in the fuel tank, including the definition of torque distribution between different engines, the selection of operating modes, the adaptation of vehicle operation according to the dynamic power demand and operating conditions, and the restriction of simultaneous charging operations that cause an increase in the dynamic power demand of the internal combustion engine.

2. Method according to claim 1, characterized in that it includes the steps of • control the amount and timing of fuel injection, according to vehicle demand and fuel energy efficiency (8) by means of at least one control unit; • control the distribution of energy between the electric and internal combustion engines according to the vehicle's demand and the energy efficiency of the fuels (9) by means of at least one control unit; • maximize the use of energy stored in the battery and available fuels taking into account the information obtained in the previous steps (10) by means of at least one control unit; • repeat all previous steps (11), readjusting steps (7), (8) and (9) based on changes in the operating conditions defined in steps (1), (2), (3), (4), (5), (6).

3. Method according to claim 1, characterized in that steps (2), (3) and (4) are performed simultaneously.

4. Method according to claim 1, characterized in that steps (2), (3) and (4) are performed sequentially in that order and / or in any alternating order.

5. Method according to claim 1, characterized in that the battery monitoring means comprises at least one of • at least one battery status sensor; • at least one control unit that performs at least one quantitative modeling of the battery state.

6. Method according to claim 1, characterized in that the battery state includes at least one of the following states: • current; • tension; • temperature; • power; • state of charge; • state of health.

7. Method according to claim 1, characterized in that the characteristic of the fuel (4) to be injected comprises at least one characteristic between • type of fuel; • fuel level; • fuel pressure.

8. Method according to claim 1, characterized in that at least one means of fuel monitoring comprises at least one means between • fuel composition sensor; • fuel temperature sensor; • fuel density sensor; • fuel pressure sensor; • Oxygen sensor; • detonation sensor; • fuel conductivity sensor; • fuel quality sensor; • fuel level sensor; • Fuel fluorescence sensor.

9. Method, according to claim 1, characterized in that the dynamic power demand of the vehicle includes at least one value related to at least one torque between • total recovery torque and • braking torque.

10. Method according to claim 1, characterized in that the sensor electronically associated with the control unit that evaluates the dynamic power demand of the vehicle and the energy efficiency of the fuels available in the fuel tank (5) comprises at least one sensor of the type • accelerometer; • gyroscope; • wheel speed sensor; • brake pressure sensor; • inertial measurement unit; • Propeller torque sensor; • accelerator pedal position sensor; • airflow sensor; • tilt sensor; • G-force sensor • longitudinal acceleration model of the vehicle.

11. Method according to claim 1, characterized in that the control unit includes a power management unit.

12. Method according to claim 1, characterized in that the control unit comprises a power management unit.

13. Method, according to claim 1, characterized in that the step of evaluating the dynamic power demand of the vehicle and the energy efficiency of the fuels available in the fuel tank (5) uses at least one data point between • distance to be traveled; • the route to be followed; • traffic conditions; • fuel price variations; • weather conditions; • slope of the terrain; • Driver's driving style; • Interface for changing the throttle response.

14. Method according to claim 1, characterized in that the step of evaluating the dynamic power demand of the vehicle and the energy efficiency of the fuels available in the fuel tank (5) uses at least one data point between • energy efficiency of fuels; • fuel prices; • Fuel octane rating.

15. Method according to claims 1 and 2, characterized in that steps (1), (2), (3), (4), (5), (6), (7), (8), (9), (10) occur continuously.

16. Method according to claims 1 and 2, characterized in that steps (1), (2), (3), (4), (5), (6), (7), (8), (9), (10) occur periodically.

17. Method according to claims 1 and 2, characterized in that steps (1), (2), (3), (4), (5), (6), (7), (8), (9), (10) occur sequentially.

18. Method according to claims 1 and 2, characterized in that steps (1), (2), (3), (4), (5), (6), (7), (8), (9), (10) occur simultaneously.

19. Method according to claims 1 and 2, characterized in that the readjustment of steps (6), (7) and (8) based on changes in the operating conditions defined in steps (1), (2), (3), (4), (5) occurs periodically.

20. Method according to claims 1 and 2, characterized in that the readjustment of steps (7), (8) and (9) based on changes in the operating conditions defined in steps (1), (2), (3), (4), (5), (6) occurs continuously.

21. A vehicle management system capable of performing hybrid driving that executes the method defined in claims 1 to 20, characterized by comprising • at least one control unit; • at least one means of battery monitoring; • at least one means of fuel monitoring; • at least one acceleration sensor.

22. System according to claim 21, characterized in that the control unit includes a power management unit.

23. System according to claim 21, characterized in that the control unit comprises a power management unit.

24. System according to claim 21, characterized in that the battery monitoring means comprises at least one means between • at least one battery charge status sensor; • at least one battery temperature sensor; • at least one control unit that performs at least one quantitative modeling of the battery state.

25. System according to claim 21, characterized in that the fuel monitoring means comprises at least one means between • sensor for identifying fuel type; • fuel level sensor; • fuel pressure sensor; • Fuel quality sensor.

26. System according to claim 21, characterized in that the control unit includes at least one integrated power management unit.

27. System according to claim 21, characterized in that the control unit is electronically associated with at least one independent power management unit.

28. A vehicle capable of performing hybrid driving, characterized in that it comprises at least one system defined by claims 21 to 27 and that performs the method defined by claims 1 to 20.

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