# US 10,308,236 B2 · Method to control a hybrid vehicle with a parallel architecture and with a known speed profile for the optimization of the fuel consumption > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 10,308,236 B2 - Document ID: US10308236B2 - Status: Granted - Kind: B2 - Application number: 15/254,612 - Filed: 2016-09-01 - Published: 2017-03-30 - Granted: 2019-06-04 - Earliest claimed: 2015-09-04 - Assignees: Ferrari S.P.A. - Applicants: Ferrari S.p.A. - Inventors: Samuele Arcangeli; Luca Poggio; Francesco Marcigliano; Andrea Balluchi; Emanuele Mazzi; Luca Arzilli - Web page: https://patentgrep.com/patent/US10308236B2 ## CPC - B60L 58/12: responding to state of charge [SoC] - B60K 6/48: Parallel type - B60L 50/16: with provision for separate direct mechanical propulsion - B60W 10/06: including control of combustion engines - B60W 10/08: including control of electric propulsion units, e.g. motors or generators - B60W 20/11: using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance {(utilising navigation and traffic information in the control strategy B60W20/12)} - B60W 20/14: in conjunction with braking regeneration - B60W 20/15: Control strategies specially adapted for achieving a particular effect - B60W 50/0097: {Predicting future conditions} - B60K 2006/4825: {Electric machine connected or connectable to gearbox input shaft} - B60W 2510/244: Charge state - B60W 2520/10: Longitudinal speed - B60W 2710/0666: Engine torque - B60W 2710/083: Torque - B60Y 2300/60: Control of electric machines, e.g. problems related to electric motors or generators - B60Y 2300/91: Battery charging - B60Y 2400/112: Batteries - Y02T 10/62: Hybrid vehicles - Y02T 10/70: Energy storage systems for electromobility, e.g. batteries - Y10S 903/93: Conjoint control of different elements - 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 - 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 - 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 - B60Y: INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION - Y10S: TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS ## Abstract A method to control a hybrid vehicle with a parallel architecture and with a known speed profile divided into a plurality of reference time intervals with a constant speed or with a constant acceleration. The method includes the steps of determining a driving torque to be transmitted to the drive wheels, which allows the mean specific fuel consumption of the internal combustion engine to be minimized as a function of the power, of the mechanical energy requested in the reference time interval and of the constant speed or acceleration in the reference time interval; then determining the optimal distribution of the mechanical energy so as to globally minimize the cumulative fuel consumption over the entire actuation profile; and controlling the reversible electrical machine to deliver an additional driving torque as a function of the driving torque to be transmitted to the drive wheels. ## Claims ### Claim 1 A method to control a hybrid vehicle with a parallel architecture and with a known speed profile, wherein the hybrid vehicle is provided with an internal combustion engine, drive wheels, a servo-assisted transmission and a reversible electrical machine, which can act both as an engine by absorbing electrical energy from a storage system and by generating mechanical work to transmit a driving torque to the drive wheels and as a generator by absorbing mechanical work and by generating electrical energy to be stored, if necessary, in the storage system; the method comprises the steps of: obtaining, from a known speed profile and from a known profile of an engaged gear of an actuation cycle, a known profile of an angular speed of a drive shaft; dividing the known profile of the angular speed of the drive shaft of an actuation cycle into a plurality of reference time intervals (Δi) with a different duration and, respectively, with a constant angular speed or with a constant angular acceleration or with a constant angular deceleration; determining an optimal distribution of mechanical energy (Ei) produced by the internal combustion engine for each one of the time intervals (Δi), solving a problem of global minimization of the cumulative fuel consumption over an entire time frame of an actuation cycle: min ⁢ ∑ i ⁢ FC i ⁡ ( E i ) wherein FCi(Ei) expresses the cumulative fuel consumption over the reference time interval (Δi) when the internal combustion engine cumulatively produces mechanical energy (Ei) over the reference time interval (Δi), following an optimal driving torque profile (τOPT) for the minimization of the cumulative fuel consumption to be transmitted to the drive wheels, and wherein, for the reference time intervals (Δi) with a constant angular speed, a value of angular speed (ni1) is known, and, for the reference time intervals (Δi) with a constant angular acceleration or deceleration, values of an initial speed (ni1) and final speed (ni2) are known; controlling the reversible electrical machine to deliver to the drive wheels an additional driving torque to be added to the optimal driving torque (τOPT) for the minimization of the cumulative fuel consumption delivered by the internal combustion engine, so as to transmit to the drive wheels the drive corresponding to the execution of the known speed profile of the hybrid vehicle. ### Claim 2 (depends on 1) The method according to claim 1, wherein a driving or braking torque (τME) delivered by the reversible electrical machine to ensure the execution of the known speed profile of the hybrid vehicle is determined through the difference between the torque requested to the drive wheels for the execution of the known speed profile of the vehicle and the torque produced upon the drive wheels by the action of the optimal driving torque (τOPT) delivered by the internal combustion engine. ### Claim 3 (depends on 1) The method according to claim 1 and comprising a further step of controlling the reversible electrical machine for the delivery of braking torque requested by the known speed profile of the vehicle to carry out recovery of kinetic energy of the vehicle in the storage system during braking phases of the vehicle. ### Claim 4 (depends on 1) The method according to claim 1 and comprising further steps of: learning a state of charge (SOC) of the storage system; and controlling the reversible electrical machine to deliver the additional driving torque (τME) to the drive wheels only if the state of charge (SOC) of the storage system is sufficient to deliver the additional driving torque (τME). ### Claim 5 (depends on 1) The method according to claim 1, wherein a problem of determining values of mechanical energy (Ei) for minimization of cumulative fuel consumption over the entire time frame of the actuation cycle is global optimization as a function of a state of charge (SOC) of the storage system. ### Claim 6 (depends on 1) The method according to claim 1 and comprising a further step of determining the optimal driving torque (τOPT) of the internal combustion engine as follows: in the reference time intervals (Δi) in which the angular speed (ni1) is constant and known, the optimal driving torque (τOPT) of the internal combustion engine assumes a value that is constant at times, so as to generate the quantity of mechanical energy (Ei) established by the global optimization and minimize the fuel consumption of the internal combustion engine; in the reference time intervals (Δi) in which the angular acceleration is constant and the angular speed evolves from a first known value (ni1) to a second known value (ni2), the optimal driving torque (τOPT) of the internal combustion engine is determined by applying Pontryagin's maximum principle, which leads to: d ⁢ ⁢ τ d ⁢ ⁢ ω = M ⁡ ( ω , τ ) wherein τ and ω indicate the driving torque, expressed in Nm, and the angular speed, expressed in radians per second, of the internal combustion engine and M ⁡ ( ω , τ ) = - δ 2 ⁢ q E δτδω ⁢ ( ω , τ ) δ 2 ⁢ q E δτ 2 ⁢ ( ω , τ ) wherein qE indicates mass of fuel burnt in an engine cycle for each cylinder of the internal combustion engine, expressed in kg. ### Claim 7 (depends on 1) The method according to claim 1, wherein both for the reference time intervals (Δi) with a constant angular speed and for the reference time intervals (Δi) with a constant angular acceleration, the driving torque (τOPT) produced by the internal combustion engine and transmitted to the drive wheels, which allows the cumulative fuel consumption in the respective reference time interval (Δi) to be minimized, is greater than zero for a portion of the reference time interval (Δi) and assumes a value equal to zero in the remaining portion of the reference time interval (Δi). ### Claim 8 (depends on 1) The method according to claim 1 and comprising a further step of determining the cumulative fuel consumption (FCi(Ei)) for the reference time intervals (Δi) as a function of the value of mechanical energy (Ei): for the reference time intervals (Δi) with a constant angular speed, determining optimal mean specific fuel consumption (BSFC) of the internal combustion engine in the reference time interval (Δi) upon variation of power (Pi), for the value of known and constant speed (ni1) in the reference time interval (Δi), corresponding to the delivery of the optimal driving torque (τOPT) by the internal combustion engine, which minimizes the fuel consumption over the reference time interval (Δi); and determining the cumulative fuel consumption (FCi(Ei)) from the optimal mean specific fuel consumption (BSFC); for the reference time intervals (Δi) with a constant angular acceleration, determining the optimal mean specific fuel consumption (BSFC) of the internal combustion engine in the reference time interval (Δi) upon variation of the power (Pi), for the known values of initial speed (ni1) and final speed (ni2) of the reference time interval (Δi), corresponding to the delivery of the optimal driving torque (τOPT) by the internal combustion engine, which minimizes the fuel consumption over the reference time interval (Δi); and then determining the cumulative fuel consumption (FCi(Ei)) from the optimal mean specific fuel consumption (BSFC).