Hybrid Drive Train Control via Speed-Based Segmentation
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Hybrid vehicles face challenges in achieving emission-free operation and minimizing fuel consumption while meeting stringent Euro 6 emission standards, with existing control methods being complex and requiring numerous exhaust gas tests for different engine variants and vehicle types.
Innovation Solution
A control method for the drive train of hybrid vehicles that uses the electric motor exclusively up to 30 km/h and then switches on the internal combustion engine to compensate for speed-dependent driving resistance, allowing for reduced fuel consumption and emission-free operation, with a power distribution of 70% from the electric motor and 30% from the internal combustion engine, and enabling automatic start/stop functionality to reduce emissions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-generated harmful factors
If electric motor is used exclusively for propulsion, then emission-free operation is achieved, but driving range is limited due to battery capacity
Solution Approach 1:
The drive train is segmented into two independent power sources: an electric motor for emission-free operation and a combustion engine for extended range. The control method segments the driving scenarios into electric-only mode (urban, low-speed) and hybrid mode (intercity, high-speed), allowing the vehicle to switch between power sources based on the specific driving requirement, thus achieving both emission reduction and extended range.
2Duration of action of moving object
If combustion engine is used to extend driving range, then driving range increases, but exhaust emissions and fuel consumption increase
Solution Approach 1:
The control method dynamically adjusts the operation mode of the hybrid drive train based on real-time driving conditions. The combustion engine is engaged only when necessary (above transition speed VÜ, during high-power demands), while the electric motor handles low-speed and low-power scenarios. This dynamic switching minimizes combustion engine operation time, thereby reducing emissions while extending range.
3Use of energy by moving object
If complex control methods are used to optimize power distribution, then fuel consumption is minimized, but control system complexity increases
Solution Approach 1:
The control method uses a simplified parameter-based approach: a single transition speed parameter (VÜ) determines when to switch between electric-only and hybrid modes. This avoids complex multi-parameter optimization algorithms while achieving effective fuel consumption reduction. The control logic changes based on the parameter (vehicle speed) rather than using complex predictive models.
4Reliability
If multiple engine variants are tested for different vehicle types, then emission compliance is ensured, but development time and costs increase
Solution Approach 1:
The control method is designed as a universal solution that can be applied across multiple vehicle types and engine variants. By using a speed-based transition criterion rather than vehicle-specific parameters, the same control software can be deployed for different vehicle configurations, reducing the need for extensive re-testing and validation for each variant while maintaining emission compliance.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Enables emission-free operation up to 150 km, achieves maximum fuel consumption of 0.5l/100km in city traffic and 1.5l/100km in intercity traffic, while accelerating from 0-100km/h in 5 seconds, and reduces development costs by allowing a single design for multiple vehicle variants, meeting Euro 6 standards with reduced exhaust gas values and lower development risks.
Implementation Method 1
at least one electric motor (6)
Implementation Method 2
at least one internal combustion engine (8)
Implementation Method 3
at least one electrical energy storage system (14)
Implementation Method 4
previously mechanically gained kinetic or potential energy is converted back into electrical energy (recuperated) by means of generator operation of the electric motor
Data Source
Figure 1
Figure 2
Figure 3
AI summary
According to the invention, it is provided that the hybrid drive train is controlled by actuating the accelerator pedal (16), exclusively via the electric motor (6), until a transition speed V0 = 30 km/h is reached, and that, subsequently, the internal combustion engine (8) is connected. During an actuation of the brake pedal (15) and during downhill travel, previously mechanically acquired kinetic energy or potential energy is reconverted into electrical energy by means of the generator operation of the electric motor (6) and is stored in an electrical energy accumulator (14). The internal combustion engine (8) provides only the energy via a speed-controlling power loss control characteristic curve P(v) or a fuel consumption characteristic control curve C(v), exclusively as a function of the measured instantaneous speed v of the motor vehicle and especially independently of the position of the accelerator pedal (16) or the brake pedal (15), which is required to provide the work that is to be performed for overcoming the speed-dependent rolling resistance and the speed-dependent air resistance or to compensate the power loss caused by these driving resistances.