Hybrid Vehicle Multi-Battery Power Distribution Control
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Solution Overview
Problem
Current hybrid electric vehicle (HEV) systems lack efficient control mechanisms for selectively recharging batteries using regenerative braking energy and optimizing power distribution across multiple axles in response to varying torque demands and operational modes, limiting their operational flexibility and range.
Innovation Solution
The system employs multiple electric machines (EMs) coupled to separate batteries and axles, with a controller that can switch between single and multiple axle drive modes, engage charge sustain or deplete modes, and utilize regenerative braking energy to charge batteries, ensuring optimal power delivery and battery management based on torque demands and state of charge.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If a single high power battery is used for short duration high torque demands, then high power discharge capability is improved, but operational range and energy capacity are limited
Solution Approach 1:
The powertrain system is segmented into multiple independent battery packs (first battery pack for high power, second battery pack for high energy) instead of using a single battery. This segmentation allows each battery to be optimized for its specific function while working together to provide both high power discharge capability and extended operational range.
Solution Approach 2:
The system transitions from a single-dimension battery configuration to a multi-dimensional battery architecture where batteries can operate independently or in combination. The controller selectively engages different batteries based on power demands, adding a dimension of operational flexibility that resolves the contradiction between power and range.
2Duration of action of moving object
If high energy batteries are used for longer duration discharge, then operational range is improved, but high power discharge capability for short duration demands is reduced
Solution Approach 1:
The battery system is divided into specialized segments: a high energy battery for range extension and a high power battery for torque demands. This segmentation allows the high energy battery to provide extended operational range without compromising the system's ability to deliver high power when needed, as the high power battery handles peak demands.
Solution Approach 2:
The controller implements multi-functional battery management by selectively engaging different batteries based on real-time power demands. The system can use the high energy battery for cruising, the high power battery for acceleration, or both together for maximum performance, making the powertrain universally adaptable to various operational requirements.
3Adaptability or versatility
If multiple battery packs are selectively engaged based on power demands, then operational flexibility is improved, but system complexity increases
Solution Approach 1:
The battery engagement system is designed to be dynamic rather than static. The controller continuously monitors power demands and selectively engages appropriate battery packs in real-time, allowing the system to adapt to varying operational conditions. This dynamic approach provides operational flexibility while managing complexity through intelligent control rather than mechanical complexity.
Solution Approach 2:
The system incorporates feedback mechanisms where the controller monitors battery state of charge, power demands, and operational conditions to make real-time decisions about battery engagement. This feedback-based control optimizes the use of multiple battery packs, providing operational flexibility while managing system complexity through automated decision-making algorithms.
4Loss of energy
If regenerative braking energy is selectively used to recharge batteries, then energy efficiency is improved, but control complexity increases
Solution Approach 1:
The system converts the previously wasted energy during braking (a harmful loss) into useful electrical energy through regenerative braking. The electric machines act as generators during deceleration, capturing kinetic energy and converting it to electrical energy for recharging batteries. This transforms energy loss into energy recovery, improving overall energy efficiency.
Solution Approach 2:
The vehicle's own motion during braking is used to recharge its batteries through regenerative braking. The system serves itself by converting its kinetic energy into electrical energy for storage, reducing dependence on external charging infrastructure and improving energy self-sufficiency while managing control complexity through automated energy management.
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
This configuration enhances the HEV's operational flexibility, allowing for extended range and efficient power management by dynamically adjusting power distribution and battery charging, thereby improving traction and reducing energy consumption.
Implementation Method 1
at least two electric machines (EMs) that are respectively coupled with the axles... each EM is respectively coupled to a separate one of the batteries... to generate negative torque to charge at least one and/or one or more of the batteries
Data Source
AI summary
A hybrid electric vehicle having one or more controllers, at least two axles independently driven by respective electric machines (EMs) that are each coupled to a separate battery, and a combustion engine (CE) coupled to one of the axles. At least one of the controller(s) are configured to deliver power to one of the axles in a single axle drive mode, and in response to a torque demand signal (TDS) exceeding a single axle power limit, to deliver power to another axle, and/or all axles. The controller(s) are further configured to respond to the TDS exceeding a multiple axle power limit, and to deliver additional CE power to the coupled axle. In response to a braking signal, the controller(s) may also adjust at least one of the EMs to capture mechanical braking energy from a respective axle, and generate negative torque to charge one or more of the separate batteries.