Powertrain Control Limits for Independent Battery Power Sharing
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Solution Overview
Problem
Existing hybrid-electric and all-electric propulsion systems for vehicles lack efficient control methods that allow independent operation of multiple powertrains without relying on supervisory control systems or communication between power control units, leading to inefficiencies in energy utilization and operational constraints.
Innovation Solution
Implementing power control units with control modules that determine power level commands based on upper and lower control limits, balancing power requests across powertrains using an energy storage system, allowing independent control and efficient energy allocation without supervisory systems.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If supervisory control systems and communication between power control units are used to coordinate powertrain operation, then system reliability and energy allocation optimization are improved, but device complexity and control system requirements increase
Solution Approach 1:
The control system is segmented into independent power control units, each capable of autonomous decision-making. Each unit calculates its own power level commands using local control limits (UCL and LCL) based on its discharge and storage capacities, eliminating the need for centralized supervisory control and inter-unit communication while maintaining system reliability
Solution Approach 2:
Each power control unit serves itself by independently determining power level commands through internal calculations of control limits. The units autonomously balance loads within system constraints without requiring external coordination, reducing control system complexity while ensuring reliable operation
2Productivity
If centralized supervisory control is used to manage power distribution, then energy allocation optimization is improved, but loss of time in communication and coordination increases
Solution Approach 1:
Control limits (UCL and LCL) are pre-calculated based on discharge and storage capacities, enabling power control units to make immediate autonomous decisions without communication delays. The preliminary establishment of these limits allows for efficient real-time energy allocation while eliminating coordination time
3Device complexity
If fixed powertrain configurations are used, then device complexity is reduced, but adaptability to different operational requirements decreases
Solution Approach 1:
The powertrain configuration is made dynamic through adjustable control limits (UCL and LCL) that can be modified based on operational requirements. Each power control unit can independently adjust its power level commands within these limits, allowing the system to adapt to different operational scenarios without increasing physical complexity or requiring reconfiguration of the powertrain architecture
Data Source
AI summary
A hybrid-electric or all-electric powertrain may include a power control unit electrically coupled to an energy storage system. The power control unit may determine a power level command based at least in part on a power level request for the powertrain, and a power level-UCL and/or a power level-LCL. The power level-UCL and/or the power level-LCL may be based at least in part on an aggregate obverse power level request representing a requested power level for one or more obverse powertrains electrically coupled to the energy storage system. The power level commands may be limited by the power level-UCL and/or the power level-LCL. The power level-UCL may be set equal to either an available discharge power capacity or an apportionate discharge power capacity. The power level-LCL may be set equal to either an available storage power capacity or an apportionate storage power capacity.