Hybrid Drivetrain SOC Control for Stopover Auxiliary Power
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Solution Overview
Problem
The trucking industry faces high fuel costs due to inefficient fuel economy in tractor-trailers, with existing hybrid technologies mainly focusing on drivetrain improvements and not effectively utilizing energy regeneration or providing auxiliary power without idling, leading to limited fuel savings and increased maintenance costs.
Innovation Solution
A through-the-road hybridization strategy that supplements motive forces with electrically powered drive axles, recaptures energy for regenerative braking, and uses this energy to power auxiliary systems without idling the engine, managed by a hybrid control system that predicts stopover energy needs based on GPS and travel data to optimize battery state of charge.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Use of energy by moving object
If existing hybrid technology focuses on drivetrain improvements, then fuel efficiency of the drivetrain is improved, but auxiliary power requirements during stopover cannot be met without idling the engine
Solution Approach 1:
The energy store and electrically powered drive axle system is designed to perform multiple functions: providing supplemental motive force during vehicle operation and serving as an auxiliary power unit during stopovers. This multi-functionality eliminates the need for separate APU systems or engine idling, as the same hybridization components provide both propulsion assistance and stationary power needs.
Solution Approach 2:
The system uses regenerative braking to capture kinetic energy during deceleration and automatically stores it in the energy store. This self-charging mechanism allows the system to accumulate energy during normal operation without external input, making the auxiliary power capability available during stopovers without requiring engine idling or additional fuel consumption.
2Ease of operation
If the engine is idled to provide auxiliary power during stopover, then auxiliary equipment can operate, but fuel consumption increases
Solution Approach 1:
The energy store charges itself during vehicle operation through regenerative braking, capturing kinetic energy that would otherwise be lost. This self-charging process accumulates energy without requiring engine idling, so during stopovers the auxiliary equipment can operate using this stored energy rather than consuming fuel through continuous engine operation.
Solution Approach 2:
The system extracts the auxiliary power function from the main engine, allowing the engine to shut down completely during stopovers. The energy store and electrically powered drive axle components are separated from the traditional engine-dependent architecture, enabling independent operation of auxiliary equipment without engine idling.
3Use of energy by moving object
If diesel-powered APU is used to provide auxiliary power, then fuel consumption is reduced compared to idling, but maintenance requirements and costs increase
Solution Approach 1:
The system uses the existing hybridization components (energy store and electrically powered drive axle) for dual purposes: propulsion assistance and auxiliary power. This eliminates the need for a separate diesel APU system with its own engine, cooling system, and generator components, thereby reducing maintenance requirements while maintaining fuel efficiency benefits.
Solution Approach 2:
The auxiliary power function is merged with the hybrid drivetrain components rather than using a separate APU system. The energy store and electric motor components that already exist for propulsion purposes are also used to provide auxiliary power during stopovers, consolidating system components and reducing overall maintenance burden.
4Use of energy by moving object
If through-the-road hybridization is implemented, then fuel efficiency improves and auxiliary power is available, but system complexity increases
Solution Approach 1:
The hybridization components serve multiple functions simultaneously, reducing the need for separate systems. The energy store provides both propulsion energy and auxiliary power; the electrically powered drive axle provides both motive force and acts as a generator during regeneration. This multi-functionality offsets the added complexity by eliminating redundant components.
Solution Approach 2:
The system automatically manages energy flow between the energy store, electrically powered drive axle, and vehicle systems without requiring complex control interventions. Regenerative braking automatically charges the energy store during deceleration, and the system autonomously switches between power sources based on operational conditions, reducing the complexity of manual system 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 approach significantly reduces fuel consumption by up to 30%, provides a built-in auxiliary power unit, enhances stability, and improves trailer dynamics, while allowing the fuel-fed engine to shut down during stopovers, thus lowering operational costs and emissions.
Implementation Method 1
receive energy recovered using the electrically powered drive axle in a second mode of operation
Data Source
AI summary
A vehicle with a hybrid drivetrain including a fuel-fed engine coupled to a first drive axle, an electric motor coupled to a second drive axle and an APU for providing electrical power at stopover locations, and further including a controller for determining a location of the vehicle, a location of a stopover location, determining a target SOC of a battery for operating the APU at the stopover location and operating a hybrid control system to provide the target SOC for the vehicle at the stopover location.