Hybrid Traction Control via Dynamic SOC Thresholds
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Solution Overview
Problem
Existing hybrid traction systems for vehicles face challenges in optimizing battery charge management to minimize wear and efficiently switch between traction modes, leading to potential battery stress and inefficient energy use.
Innovation Solution
A method that controls the hybrid traction chain by managing the battery's state of charge through determining thresholds and coefficients to decide on recharging and traction modes, ensuring optimal battery usage and reducing oscillations between electric and thermal traction.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Productivity
If the battery charge management system frequently switches between electric and thermal traction modes to optimize energy efficiency, then energy management efficiency is improved, but battery wear increases due to repeated charging and discharging cycles
Solution Approach 1:
The patent applies parameter changes by dynamically adjusting the state of charge thresholds based on battery conditions, vehicle operating mode, and environmental factors. The control system modifies the charge/discharge thresholds, hysteresis margins, and state indicator values to optimize the balance between energy efficiency and battery protection, reducing unnecessary switching cycles that cause wear
Solution Approach 2:
The patent implements feedback mechanisms through continuous monitoring of battery state of charge, state of health, temperature, and charging/discharging rates. The control system uses this feedback to adjust management strategies in real-time, preventing excessive discharge cycles that would accelerate battery degradation while maintaining efficient energy utilization
2Productivity
If the control system implements complex algorithms to optimize traction mode selection and battery management, then energy optimization is improved, but computing power requirements and system complexity increase
Solution Approach 1:
The patent applies segmentation by dividing the control system into modular functional blocks: state acquisition module, state indicator calculation module, threshold determination module, and mode selection module. Each module performs a specific function with clear inputs and outputs, reducing overall system complexity while maintaining optimization capabilities through structured organization
Solution Approach 2:
The patent uses parameter changes to simplify control by dynamically adjusting key parameters such as state of charge thresholds, hysteresis margins, and state indicator values based on pre-defined conditions and lookup tables. This approach replaces complex real-time optimization algorithms with conditional logic and parameter adjustment, reducing computational burden while maintaining energy optimization
3Use of energy by moving object
If the battery state of charge thresholds are set narrowly to maximize electric traction usage, then energy efficiency is improved, but the system becomes more sensitive to oscillations between traction modes
Solution Approach 1:
The patent applies dynamics by implementing adaptive thresholds that change based on vehicle operating conditions, battery state of health, temperature, and driving patterns. The control system dynamically adjusts charge/discharge thresholds and hysteresis margins to maintain stability across varying conditions, preventing oscillations while preserving energy efficiency through condition-specific optimization
Solution Approach 2:
The patent implements feedback through continuous monitoring of traction mode transitions and battery state changes. When oscillations are detected, the control system adjusts thresholds and hysteresis margins in real-time to stabilize the system, using feedback from mode transition frequency and battery state indicators to maintain optimal operating conditions
Data Source
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AI summary
The invention relates to a method that comprises the following steps: a first step (1) of acquiring the acceleration desire of the driver for determining the power for the corresponding wheel (Proue), of acquiring the charge state level of the battery (SOC) between a minimum authorised threshold (SOCmin) and a maximum authorised threshold (SOCmax) for a predetermined traction mode, and of acquiring the available braking power (Pfrein) for deciding between an electric or dissipative braking; a second step (2) of managing the charge state (SOC) for, on the basis of a first minimum threshold (SOC1 bmin) of the battery charge state (SOC), of a second minimum threshold (SOC2 bmin) of the battery charge state (SOC) higher than the first one and of the wheel power (Proue) requested by the driver, either imposing a battery recharge or setting input parameters for the traction mode selection; and a third step (3) of selecting the traction mode, based on the battery power actually available (Pbat), on the traction power of the wheel requested by the driver (Proue), and on the maximum power available at the output of the thermal engine (Pmthmax), for selecting the traction mode that is most adapted to the actual situation of the vehicle.