# US 2008/0189002 A1 · Method of controlling hybrid vehicle

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- Number: US 2008/0189002 A1
- Document ID: US20080189002A1
- Status: Published application
- Kind: A1
- Application number: 11/949,476
- Filed: 2007-12-03
- Published: 2008-08-07
- Earliest claimed: 2007-02-06
- Assignees: Hyundai Motor Company; Hyundai Motor Japan R&D Center, Inc.; Kia Motors Corporation
- Inventors: Teruyoshi Egoshi
- Web page: https://patentgrep.com/patent/US20080189002A1

## CPC

- B60L 58/12: responding to state of charge [SoC]
- B60K 6/365: with the gears having orbital motion
- B60K 6/445: Differential gearing distribution type
- B60L 15/2045: {for optimising the use of energy}
- 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
- B60W 10/06: including control of combustion engines
- B60W 10/08: including control of electric propulsion units, e.g. motors or generators
- B60W 10/24: including control of energy storage means
- B60W 10/26: for electrical energy, e.g. batteries or capacitors
- B60W 10/28: including control of fuel cells
- B60W 20/00: Control systems specially adapted for hybrid vehicles {(hybrid vehicle design, B60K6/00; electric vehicles B60L)}
- B60W 20/13: in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
- B60W 2510/06: Combustion engines, Gas turbines
- B60W 2710/24: Energy storage means
- 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
- 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
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION

## Abstract

A method of controlling a hybrid vehicle with an engine, a battery, and at least one motor generator. System efficiencies of each of several candidate driving states are calculated. Calculating efficiency when the battery is discharged uses power of the engine Pfuel, power drawn from the battery Pb,out, and required driving power Pdemand. Calculating efficiency when the battery is charged uses Pfuel, Pdemand, and power charged to the battery Pb,in. Pb,out is calculated using a real battery discharge power Pb,out,real, a battery discharge energy efficiency ηbd, a historic efficiency ηb,pwr of energy loss when the battery is charged, and a correction coefficient SOCcorrection for controlling the battery charge amount. Pb,in is calculated using real battery charge power Pb,in,real battery charge energy efficiency ηbc, ηbd, and efficiency ηin,pwr when power is consumed in the future. The driving state with the highest efficiency is then selected.

## Claims

### Claim 1

A method of controlling a hybrid vehicle, the vehicle comprising an engine, a battery, and at least one motor generator, the method comprising:
calculating system efficiencies of each of a plurality of candidate driving states, where one of the driving states comprises the battery being discharged, where calculating the system efficiency of the discharging battery driving state uses a power of the engine Pfuel, a power drawn from the battery Pb,out, and a required driving power Pdemand;
where Pb,out is calculated using a real discharge power Pb,out,real of the battery, a discharge energy efficiency ηbd of the battery, a historic efficiency ηb,pwr of energy loss when the battery is charged, and a correction coefficient SOCcorrection for controlling the battery charge amount according to charge capacity of the battery; and
selecting and implementing the driving state whose system efficiency is highest.

### Claim 2 (depends on 1)

The method as set forth in claim 1, wherein the system efficiency ηsys,dchg of the discharging battery driving state is calculated by:
η
sys
,
dchg
=
P
demand
P
fuel
+
P
b
,
out
,
real
/
(
η
bd
·
η
b
,
pwr
·
SOC
correction
)
.

### Claim 3 (depends on 1)

The method as set forth in claim 1, wherein ηb,pwr is calculated by:
η
b
,
pwr
=
∫
(

P
b
,
in
,
real

·

P
b
,
in
,
real

P
fuel
-
P
demand
/
η
c
)


t
∫

P
b
,
in
,
real



t
,
where ηe denotes an engine efficiency and Pb,in,real denotes a real charge power of the battery.

### Claim 4

A method of controlling a hybrid vehicle, the vehicle comprising an engine, a battery, and at least one motor generator, the method comprising:
calculating system efficiencies of a plurality of candidate driving states, where one of the driving states comprises the battery being charged, where calculating the system efficiency of the charging battery driving state uses a power of the engine Pfuel, a required driving power Pdemand, and a power charged to the battery Pb,in;
where Pb,in is calculated using a real charge power Pb,in,real of the battery, a charge energy efficiency ηbc, of the battery, a discharge energy efficiency ηbd of the battery, and an efficiency ηm,pwr when power is consumed in the future; and
selecting and implementing the driving state whose system efficiency is highest.

### Claim 5 (depends on 4)

The method as set forth in claim 4, wherein the system efficiency ηsys,chg of the charging battery driving state is calculated by:
η
sys
,
chg
=
P
demand
+
(
P
b
,
in
,
real
)

(
η
bc
)

(
η
bd
)

(
η
m
,
pwr
)
P
fuel
.

### Claim 6 (depends on 4)

The method as set forth in claim 4, wherein ηm,pwr is calculated by:
η
m
,
pwr
=
∫
η
m


t
∫
1


t
,
where ηm denotes a motor efficiency.