# US 10,246,080 B2 · Hybrid vehicle control apparatus > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 10,246,080 B2 - Document ID: US10246080B2 - Status: Granted - Kind: B2 - Application number: 15/975,773 - Filed: 2018-05-10 - Published: 2018-09-13 - Granted: 2019-04-02 - Earliest claimed: 2015-08-05 - Assignees: Honda Motor Co., Ltd. - Applicants: Honda Motor Co., Ltd. - Inventors: Masanari Fukuchi; Ken Kitaori; Yoshihiro Ito; Satoshi Matsui - Web page: https://patentgrep.com/patent/US10246080B2 ## CPC - B60W 10/26: for electrical energy, e.g. batteries or capacitors - B60H 1/143: {the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries} - B60K 6/448: Electrical distribution type - B60K 6/52: Driving a plurality of drive axles, e.g. four-wheel drive - B60L 1/003: {to auxiliary motors, e.g. for pumps, compressors} - B60L 3/0061: {relating to electrical machines} - B60L 7/14: for vehicles propelled by AC motors - B60L 15/2009: {for braking} - B60L 50/16: with provision for separate direct mechanical propulsion - B60L 50/61: by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles - B60L 58/15: Preventing overcharging - B60W 10/08: including control of electric propulsion units, e.g. motors or generators - B60W 10/30: including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps - B60W 20/14: in conjunction with braking regeneration - B60W 30/20: Reducing vibrations in the driveline - H02P 3/18: for stopping or slowing an AC motor - H02P 29/62: for raising the temperature of the motor - B60L 2240/12: Speed - B60L 2240/421: Speed - B60L 2240/423: Torque - B60L 2240/427: Voltage - B60L 2240/429: Current - B60L 2240/441: Speed - B60L 2240/443: Torque - B60L 2240/547: Voltage - B60W 2030/206: {related or induced by the engine} - B60W 2520/10: Longitudinal speed - B60W 2540/10: Accelerator pedal position - B60W 2540/12: Brake pedal position - B60W 2552/15: Road slope, i.e. the inclination of a road segment in the longitudinal direction - Y02T 10/62: Hybrid vehicles - Y02T 10/64: Electric machine technologies in electromobility - Y02T 10/70: Energy storage systems for electromobility, e.g. batteries - Y02T 10/7072: Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors - Y02T 10/72: Electric energy management in electromobility - Y10S 903/93: Conjoint control of different elements - B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT - B60H: ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES - B60K: ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES - B60L: PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES (arrangements or mounting of electrical propulsion units or of plural diverse prime-movers for mutual or common propulsion in vehicles B60K1/00, B60K6/20; arrangements or mounting of electrical gearing in vehicles B60K17/12, B60K17/14; preventing wheel slip by reducing power in rail vehicles B61C15/08; dynamo-electric machines H02K; control or regulation of electric motors H02P); SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES (electric coupling devices combined with mechanical couplings of vehicles B60D1/64; electric heating for vehicles B60H1/00); ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL (control or regulation of electric motors H02P); MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES - H02P: CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION - Y10S: TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS ## Abstract An electric vehicle control apparatus includes a first motor generator, a second motor generator, a booster, and a controller. The booster boosts an input voltage to the first motor generator and an output voltage from the second motor generator to expand an operable range of the first motor generator and an operable range of the second motor generator into a first expanded operable range and a second expanded operable range, respectively. The controller controls the first motor generator to drive a load with regenerative power supplied during braking of an electric vehicle and to control the first motor generator to be driven at a first inefficient operating point within the first expanded operable range and to control the second motor generator to be driven at a second inefficient operating point within the second expanded operable range in a case where the regenerative power is used. ## Claims ### Claim 1 A hybrid vehicle control apparatus comprising: an internal combustion engine; a first motor generator that generates electric power using power of the internal combustion engine; an electricity storager; a second motor generator that is driven by electric power supplied from at least one of the electricity storager and the first motor generator; a booster that boosts an input voltage to the first motor generator and an output voltage from the second motor generator to expand an operable range of the first motor generator and an operable range of the second motor generator into a first expanded operable range and a second expanded operable range, respectively; and a controller that performs control during braking of the hybrid vehicle to drive the first motor generator as a motor with regenerative power obtained by operating the second motor generator as a generator, and to drive the first motor generator at a first inefficient operating point within the first expanded operable range and to drive the second motor generator at a second inefficient operating point within the second expanded operable range, when the first motor generator drives the internal combustion engine as load. ### Claim 2 (depends on 1) The hybrid vehicle control apparatus according to claim 1, wherein when the first motor generator is driven as the motor and the second motor generator is driven as the generator, the controller performs field-strengthening control of the first motor generator. ### Claim 3 (depends on 1) The hybrid vehicle control apparatus according to claim 1, wherein the input voltage boosted by the booster is a maximum possible voltage within a constraint of a maximum current suppliable to the first motor generator and the second motor generator and within a constraint of a voltage to be applied to the first motor generator and the second motor generator. ### Claim 4 (depends on 1) The hybrid vehicle control apparatus according to claim 1, wherein the regenerative power that is not consumed by auxiliary machine consumption, battery charging, inefficient control consumption of the second motor generator, and engine reverse drive power consumption is to be consumed by inefficient control consumption of the first motor generator. ### Claim 5 (depends on 1) The hybrid vehicle control apparatus according to claim 1, wherein the regenerative power that is not consumed by auxiliary machine consumption, battery charging, inefficient control consumption of the second motor generator, engine reverse drive power consumption, and inefficient control consumption of the first motor generator is to be consumed by an electric servo brake. ### Claim 6 An electric vehicle control apparatus comprising: a first motor generator; a second motor generator; a booster to boost an input voltage to the first motor generator and an output voltage from the second motor generator to expand an operable range of the first motor generator and an operable range of the second motor generator into a first expanded operable range and a second expanded operable range, respectively; and a controller to control the first motor generator to drive a load with regenerative power supplied during braking of an electric vehicle and to control the first motor generator to be driven at a first inefficient operating point within the first expanded operable range and to control the second motor generator to be driven at a second inefficient operating point within the second expanded operable range in a case where the regenerative power is used. ### Claim 7 (depends on 6) The electric vehicle control apparatus according to claim 6, wherein when the first motor generator is driven as a motor and the second motor generator is driven as the generator, the controller performs field-strengthening control of the first motor generator. ### Claim 8 (depends on 6) The electric vehicle control apparatus according to claim 6, wherein the input voltage boosted by the booster is a maximum possible voltage within a constraint of a maximum current suppliable to the first motor generator and the second motor generator and within a constraint of a voltage to be applied to the first motor generator and the second motor generator. ### Claim 9 (depends on 6) The electric vehicle control apparatus according to claim 6, wherein the regenerative power that is not consumed by auxiliary machine consumption, battery charging, inefficient control consumption of the second motor generator, and engine reverse drive power consumption is to be consumed by inefficient control consumption of the first motor generator. ### Claim 10 (depends on 6) The electric vehicle control apparatus according to claim 6, wherein whether to operate the first motor generator at the first inefficient operating point and to operate the second motor generator at the second inefficient operating point is determined based on a magnitude of the regenerative power. ### Claim 11 (depends on 6) The electric vehicle control apparatus according to claim 6, further comprising an internal combustion engine connected to the first motor generator to transmit power, wherein the load of the first motor generator is the internal combustion engine during the regenerative power is used. ### Claim 12 (depends on 6) The electric vehicle control apparatus according to claim 6, further comprising: an electricity storager, wherein the second motor generator is driven with electric power supplied from at least one of the electricity storager and the first motor generator, and wherein the regenerative power is supplied from the second motor generator during braking of the electric vehicle. ### Claim 13 A method of controlling an electric vehicle comprising: controlling a first motor generator to drive a load with regenerative power supplied during braking of an electric vehicle; boosting an input voltage to the first motor generator and an output voltage from a second motor generator to expand an operable range of the first motor generator and an operable range of the second motor generator into a first expanded operable range and a second expanded operable range, respectively; and controlling the first motor generator to be driven at a first inefficient operating point within the first expanded operable range and controlling the second motor generator to be driven at a second inefficient operating point within the second expanded operable range in a case where the first motor generator drives the load.