U.S. patent application number 14/458358 was filed with the patent office on 2015-09-17 for engine-generator control method and series hybrid electric combat maneuvering system using the same.
The applicant listed for this patent is AGENCY FOR DEFENSE DEVELOPMENT. Invention is credited to Kyuhong HAN, Myeongeon JANG, Soonkyu JEONG, Seungtai YEO.
Application Number | 20150258977 14/458358 |
Document ID | / |
Family ID | 49988757 |
Filed Date | 2015-09-17 |
United States Patent
Application |
20150258977 |
Kind Code |
A1 |
JEONG; Soonkyu ; et
al. |
September 17, 2015 |
ENGINE-GENERATOR CONTROL METHOD AND SERIES HYBRID ELECTRIC COMBAT
MANEUVERING SYSTEM USING THE SAME
Abstract
An engine-generator control method and a series hybrid electric
combat maneuvering system using the control method are provided.
The series hybrid electric combat maneuvering system includes a
drive motor connected to an axle via a speed reducer, a Motor
Control Unit (MCU) configured to control the drive motor, an
engine-generator configured to generate electric power, a Generator
Control Unit (GCU) configured to control the engine-generator, a
high voltage battery, a Battery Management System (BMS) configured
to manage the high voltage battery, and a Hybrid Control Unit (HCU)
configured to control the MCU, the GCU, and the BMS.
Inventors: |
JEONG; Soonkyu; (Daejeon,
KR) ; JANG; Myeongeon; (Daejeon, KR) ; HAN;
Kyuhong; (Daejeon, KR) ; YEO; Seungtai;
(Daejeon, KR) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
AGENCY FOR DEFENSE DEVELOPMENT |
Daejeon |
|
KR |
|
|
Family ID: |
49988757 |
Appl. No.: |
14/458358 |
Filed: |
August 13, 2014 |
Current U.S.
Class: |
701/22 |
Current CPC
Class: |
Y02T 10/6217 20130101;
B60W 30/1882 20130101; B60W 10/08 20130101; B60W 10/06 20130101;
B60K 6/46 20130101; B60W 2510/244 20130101; B60W 2540/10 20130101;
B60L 50/10 20190201; Y02T 10/6286 20130101; Y02T 10/56 20130101;
Y02T 10/84 20130101; B60W 2540/12 20130101; Y02T 10/62 20130101;
Y02T 10/40 20130101; B60W 2300/26 20130101; B60W 2520/10 20130101;
B60W 2710/248 20130101; B60W 20/10 20130101; B60W 2710/086
20130101 |
International
Class: |
B60W 20/00 20060101
B60W020/00; B60W 10/06 20060101 B60W010/06; B60W 10/26 20060101
B60W010/26; B60W 10/08 20060101 B60W010/08 |
Foreign Application Data
Date |
Code |
Application Number |
Aug 30, 2013 |
KR |
10-2013-0103870 |
Claims
1. An engine-generator control method for controlling an
engine-generator to supply power to a series hybrid electric combat
maneuvering system having a battery and a drive motor, comprising:
(a) detecting an acceleration pedal displacement signal and a brake
pedal displacement signal, and calculating a requested power that
is total power of the drive motor requested by a driver; (b)
assuming power values of the engine-generator at equidistant
intervals from minimum power to maximum power of the
engine-generator; (c) calculating a power value of the battery
required to satisfy total power of the drive motor requested by the
driver, using the assumed power values of the engine-generator and
the requested power; (d) calculating an efficiency value of the
engine-generator using an efficiency map of the engine-generator,
and calculating an efficiency value of the battery using an
efficiency map of the battery as a function of the battery power
and a measured State Of Charge (SOC) of the battery; (e)
calculating system efficiencies of the combat maneuvering system,
for every assumed power value of the engine-generator at the
equidistant intervals, using the efficiency of the engine-generator
and the efficiency of the battery; and (f) selecting an assumed
power of the engine-generator, obtained for a highest system
efficiency, and controlling the engine-generator at the selected
assumed power.
2. The engine-generator control method of claim 1, further
comprising: when the engine-generator is controlled at the assumed
power of the engine-generator selected by performing (a) to (f), if
a velocity of the combat maneuvering system is less than or equal
to a preset velocity reference value, and a displacement of the
brake pedal is equal to or greater than a preset first displacement
reference value, turning off the engine-generator, and again
performing (a) to (f); when the engine-generator is controlled at
the assumed power of the engine-generator selected by performing
(a) to (f), if the displacement of the brake pedal is less than or
equal to a preset second displacement reference value and a gear of
the combat maneuvering system is in a forward-drive position or in
a backward-drive position, and if the selected assumed power of the
engine-generator is less than or equal to a preset power reference
value, turning on the engine-generator, and again performing (a) to
(f).
3. The engine-generator control method of claim 2, wherein the
velocity reference value is set to 1 kph, the first displacement
reference value is set to 5%, the second displacement reference
value is set to 3%, and the power reference value is set to 45
kW.
4. The engine-generator control method of claim 2, wherein when a
rotational speed of the drive motor corresponding to the velocity
of the combat maneuvering system requested by the driver is
N.sub.m[rpm], and a requested torque of the driver is
T.sub.req[Nm], the requested power value P.sub.req[kw] is
calculated by the following Equation (1): P req = 2 .pi. 60 .times.
N m .times. T req .times. 1 1000 ( 1 ) ##EQU00003##
5. The engine-generator control method of claim 4, wherein the
battery power P.sub.bat using the assumed power P.sub.gen of the
engine-generator and the requested power P.sub.req is calculated by
the following Equation (2): P.sub.bat=P.sub.req-P.sub.gen (2)
6. The engine-generator control method of claim 4, wherein when the
efficiency value of the engine-generator is .eta..sub.gen and the
efficiency of the battery is .eta..sub.bat, the system efficiency
.eta..sub.sys is calculated by the following Equation (3):
.eta..sub.sys=.eta..sub.gen.times..eta..sub.bat (3)
7. A Series hybrid electric combat maneuvering system, comprising:
a drive motor connected to an axle via a reduction gear; a Motor
Control Unit (MCU) configured to control the drive motor; an
engine-generator configured to generate electric power; a Generator
Control Unit (GCU) configured to control the engine-generator; a
high voltage battery; a Battery Management System (BMS) configured
to manage the high voltage battery; and a Hybrid Control Unit (HCU)
configured to control the MCU, the GCU, and the BMS, wherein the
HCU is configured to: detect an accelerator pedal displacement
signal and a brake pedal displacement signal, and calculate a
requested power that is total power of the drive motor requested by
a driver, assume power values of the engine-generator at
equidistant intervals from minimum power to maximum power of the
engine-generator, calculate a power value of the battery required
to satisfy total power of the drive motor requested by the driver,
using the assumed power values of the engine-generator and the
requested power, calculate an efficiency of the engine-generator
using an efficiency map of the engine-generator, and calculate an
efficiency of the battery using an efficiency map of the battery as
a function of the battery power and a measured State Of Charge
(SOC) of the battery, calculate system efficiencies of the combat
maneuvering system, for every assumed power value of the
engine-generator at, the equidistant intervals, using the
efficiency of the engine-generator and the efficiency of the
battery, and select an assumed power of the engine-generator,
obtained for a highest system efficiency, and control the
engine-generator at the selected assumed power.
Description
CROSS REFERENCE TO RELATED APPLICATION
[0001] This application claims the benefit of Korean Patent
Application No. 10-2013-0103870, filed Aug. 30, 2013, the entire
contents of which are incorporated herein by reference.
TECHNICAL FIELD
[0002] The present inventive concept relates generally to an
engine-generator control method and a series hybrid electric combat
maneuvering system using the control method and, more particularly,
to an engine-generator control method, which supplies electric
power to the series hybrid electric combat maneuvering systems, and
to a series hybrid electric combat maneuvering system using the
control method.
BACKGROUND
[0003] Engine-generators applied to combat maneuvering systems,
such as main battle tanks or armored vehicles, are devices for
converting chemical energy contained in fuel, such as gasoline or
diesel, into electrical energy via mechanical energy.
[0004] Generally, such an engine-generator functions to supply
electric power to a series hybrid electric combat maneuvering
systems. The series hybrid electric combat maneuvering system is
configured such that a drive source, such as a drive motor, drives
a vehicle using the electric power supplied from the
engine-generator.
[0005] Electrical energy produced by the engine-generator may be
directly supplied to an electrically-driven motor or may be used to
charge a battery and then be reused later. Generally, an
engine-generator control method applied to a series hybrid electric
combat maneuvering system is basically operated only at an Optimal
Operating Point (OOP) at which the efficiency of the
engine-generator is best, and determines whether to operate the
engine-generator depending on the State Of Charge (SOC) of a
battery.
[0006] That is, such an engine-generator control method is a scheme
for, if the SOC of the battery is decreased to a predetermined
level or less, turning on the engine-generator, and if the SOC is
increased to the predetermined level or more, turning off the
engine-generator, and consistently operating the engine-generator
at OOP.
[0007] Even though the engine-generator control method can improve
the efficiency of the engine-generator itself using the method, the
amount of charge/discharge current of a battery is excessively
increased, thus deteriorating the efficiency of the overall system.
Such an excessive current of the battery may increase the
fluctuation of the battery voltage, thus various electronic
parts.
[0008] Further, such an engine-generator control method is
disadvantageous in that the accelerator pedal of a vehicle and the
operating point of the engine are independent, so the feel of
driving is greatly different from that of conventional vehicles and
is generally unpleasant to the driver, and in that a point
corresponding to OOP typically denotes a high-powerpoint, so that
the engine is always operated at high power and then can be
damaged.
[0009] Furthermore, such an engine-generator control method is
disadvantageous in that if the engine is turned off after the
vehicle has stopped while the engine-generator is charging the
battery due to low SOC, the engine suddenly stops.
SUMMARY
[0010] Accordingly, the present inventive concept has been made
keeping in mind the above problems occurring in the prior art, and
an object of the present inventive concept is to provide an
engine-generator control method and a series hybrid electric combat
maneuvering system using the control method, which can improve the
durability of electronic parts including an engine and improve the
feeling of driving while also improving the efficiency of the
overall system based on control in which the efficiencies of both
the engine-generator and the battery are taken into consideration,
and the stop-go driving of a vehicle is also taken into
consideration.
[0011] In accordance with an aspect of the present inventive
concept to accomplish the above object, there is provided an
engine-generator control method for controlling an engine-generator
for supplying power to a series hybrid electric combat maneuvering
system having a battery and a drive motor, including (a) detecting
an accelerator pedal displacement signal and a brake pedal
displacement signal, and calculating a requested power that is
total power of the drive motor requested by a driver; (b) assuming
power values of the engine-generator at equidistant intervals from
minimum power to maximum power of the engine-generator; (c)
calculating a power of the battery required to satisfy total power
of the drive motor requested by the driver, using the assumed power
values of the engine-generator and the requested power; (d)
calculating an efficiency of the engine-generator using an
efficiency map of the engine-generator, and calculating an
efficiency of the battery using an efficiency map of the battery
which is the function of the battery power and a measured State Of
Charge (SOC) of the battery; (e) calculating system efficiency of
the combat maneuvering system, for every assumed power value of the
engine-generator at the equidistant intervals, using the efficiency
of the engine-generator and the efficiency of the battery; and (f)
selecting an assumed power of the engine-generator, obtained for a
highest system efficiency, and controlling the engine-generator at
the selected assumed power.
[0012] The engine-generator control method may further include when
the engine-generator is controlled at the assumed power of the
engine-generator selected by performing (a) to (f), if a velocity
of the combat maneuvering system is less than or equal to a preset
velocity reference value, and a displacement of the brake pedal is
equal to or greater than a preset first displacement reference
value, turning off the engine-generator, and again performing (a)
to (f); when the engine-generator is controlled using the assumed
power value of the engine-generator selected by performing (a) to
(f), if the displacement of the brake pedal is less than or equal
to a preset second displacement reference value and a gear of the
combat maneuvering system is in a forward-drive position or in a
reverse-drive position, and if the selected assumed power value of
the engine-generator is less than or equal to a preset power
reference value, turning on the engine-generator, and again
performing (a) to (f).
[0013] The velocity reference value may be set to 1 kph, the first
displacement reference value may be set to 5%, the second
displacement reference value may be set to 3%, and the power
reference value may be set to 45 kW.
[0014] When a rotational speed of the drive motor corresponding to
the velocity of the combat maneuvering system requested by the
driver is N.sub.m[rpm], and a requested torque of the driver is
T.sub.req[Nm], the requested power value P.sub.req[kw] may be
calculated by the following Equation (1):
P req = 2 .pi. 60 .times. N m .times. T req .times. 1 1000 ( 1 )
##EQU00001##
[0015] The battery power value P.sub.bat using the assumed power
value P.sub.gen of the engine-generator and the requested power
value P.sub.req may be calculated by the following Equation
(2):
P.sub.bat=P.sub.req-P.sub.gen (2)
[0016] When the efficiency value of the engine-generator is
.eta..sub.gen and the efficiency value of the battery is
.eta..sub.bat, the system efficiency value .eta..sub.sys may be
calculated by the following Equation (3):
.eta..sub.sys=.eta..sub.gen.times..eta..sub.bat (3)
[0017] In accordance with another aspect of the present inventive
concept to accomplish the above object, there is provided a Series
hybrid electric combat maneuvering system, including a drive motor
connected to an axle via a speed reducer; a Motor Control Unit
(MCU) configured to control the drive motor; an engine-generator
configured to generate electric power; a Generator Control Unit
(GCU) configured to control the engine-generator; a high voltage
battery; a Battery Management System (BMS) configured to manage the
high voltage battery; and a Hybrid Control Unit (HCU) configured to
control the MCU, the GCU, and the BMS, wherein the HCU is
configured to detect an accelerator pedal displacement signal and a
brake pedal displacement signal, and calculate a requested power
value that is total power of the drive motor requested by a driver,
assume power values of the engine generator at regular intervals
from minimum power to maximum power of the engine-generator,
calculate a power value of the battery required to satisfy total
power of the drive motor requested by the driver, using the assumed
power values of the engine-generator and the requested power value,
calculate an efficiency value of the engine-generator using an
efficiency map of the engine-generator, and calculate an efficiency
value of the battery using an efficiency map of the battery set for
the battery power value and a measured State Of Charge (SOC) value
of the battery, calculate system efficiency values of the combat
maneuvering system, for respective assumed power values of the
engine-generator output at the regular intervals, using the
efficiency value of the engine-generator and the efficiency value
of the battery, and select an assumed power value of the
engine-generator, obtained for a highest system efficiency value of
the calculated system efficiency values, and control the
engine-generator using the selected assumed power value.
BRIEF DESCRIPTION OF THE DRAWINGS
[0018] The above and other objects, features and advantages of the
present inventive concept will be more clearly understood from the
following detailed description taken in conjunction with the
accompanying drawings, in which:
[0019] FIG. 1 is a flowchart showing an engine-generator control
method according to an embodiment of the present inventive
concept;
[0020] FIG. 2 is a diagram showing the efficiency map of an
engine-generator according to an embodiment of the present
inventive concept;
[0021] FIGS. 3A and 3B are flowcharts showing an engine-generator
control method according to another embodiment of the present
inventive concept;
[0022] FIG. 4 is a configuration diagram of a 2WD series hybrid
electric combat maneuvering system to which the engine-generator
control method according to the present inventive concept is
applied; and
[0023] FIG. 5 is a configuration diagram of a 4WD series hybrid
electric combat maneuvering system to which the engine-generator
control method according to the present inventive concept is
applied.
DETAILED DESCRIPTION
[0024] The present inventive concept will be described in detail
below with reference to the accompanying drawings. Repeated
descriptions and descriptions of known functions and configurations
which have been deemed to make the gist of the present inventive
concept unnecessarily obscure will be omitted below. The
embodiments of the present inventive concept are intended to fully
describe the present inventive concept to a person having ordinary
knowledge in the art to which the present inventive concept
pertains. Accordingly, the shapes, sizes, etc. of components in the
drawings may be exaggerated to make the description clearer.
[0025] FIG. 1 is a flowchart showing an engine-generator control
method according to an embodiment of the present inventive concept.
An engine-generator functions to supply electric power required to
activate a combat maneuvering system corresponding to a series
hybrid electric combat maneuvering system provided with a battery
and a drive motor. The series hybrid electric combat maneuvering
system generally includes a battery for storing electrical energy
and a drive motor for driving the combat maneuvering system.
[0026] Referring to FIG. 1, a controller functioning to control the
engine-generator detects an accelerator pedal displacement signal
and a brake pedal displacement signal and calculates a requested
power value that is the total power of the drive motor requested by
a driver at step S110.
[0027] The total power of the drive motor is the power of one drive
motor when the combat maneuvering system is a two-wheel drive (2WD)
vehicle-type system, and is the power corresponding to the sum of
powers of two motors when the combat maneuvering system is a 4WD
vehicle-type system.
[0028] If it is assumed that, for the velocity V.sub.car of the
combat maneuvering system requested by the driver, the rotational
speed of the drive motor is N.sub.m[rpm], and the driver requested
torque is T.sub.req[Nm], the requested power value that is
requested by the driver, that is, P.sub.req[kw], may be obtained by
the following Equation (1):
P req = 2 .pi. 60 .times. N m .times. T req .times. 1 1000 ( 1 )
##EQU00002##
[0029] Next, the controller assumes any power values of the
engine-generator at regular intervals from the minimum power to the
maximum power of the engine-generator at step S120. The
engine-generator control method may be configured such that, when
the minimum power of the engine-generator is, for example, 20 kW,
and the maximum power of the engine-generator is 120 kW, the
assumed power values of the engine-generator may be set to 20 kW,
25 kW, 30 kW, . . . , 120 kW if the regular intervals are 5
kW-intervals.
[0030] Then, by using the assumed power values P.sub.gen of the
engine-generator and the requested power value P.sub.req, the
controller may calculate the battery power value P.sub.bat using
the following Equation (2), in order to cover the total power
requested by the driver using the battery and the engine-generator,
at step S130.
P.sub.bat=P.sub.req-P.sub.gen (2)
[0031] As a result of this calculation, the battery power value
corresponding to a positive value means the discharge of the
battery, and the battery power value corresponding to a negative
value means the charge of the battery.
[0032] The controller calculates the efficiency value of the
engine-generator .eta..sub.gen from an Optimal Operating Line
(OOL), having the best efficiency in the efficiency map of the
engine-generator shown in FIG. 2, at step S140. FIG. 2 illustrates
the efficiency map of the engine-generator according to an
embodiment of the present inventive concept.
[0033] Then, the controller calculates a battery efficiency value
.eta..sub.bat using the battery efficiency map set for the battery
power value P.sub.bat and the measured SOC (State Of Charge) of the
battery at step S150.
[0034] Next, the controller calculates the system efficiency value
.eta..sub.sys of the combat maneuvering system by using the
engine-generator efficiency value .eta..sub.gen calculated at step
S140 and the battery efficiency value .eta..sub.bat calculated at
step S150, as given by the following Equation (3), at step
S160.
.eta..sub.sys=.eta..sub.gen.times..eta..sub.bat (3)
[0035] Then, the controller determines whether the calculation of
the system efficiency value has been completed for each of the
assumed power values P.sub.gen of the engine-generator, output at
step S120, at step S170. If it is determined that the calculation
of the system efficiency value has not yet been completed, the
process returns to step S120.
[0036] If it is determined at step S170 that the calculation of the
system efficiency value has been completed, the controller selects
the assumed power value of the engine-generator at which the system
efficiency value is highest at step S180, and controls the
engine-generator using the selected assumed power value at step
S190.
[0037] In this way, in accordance with the engine-generator control
method according to the present embodiment, the efficiency of the
overall system can be improved, and the power of the engine is
variable depending on the condition of an accelerator pedal, the
voltage of the battery is maintained at constant voltage, and the
power of the engine-generator is reduced when the vehicle is moving
at low speed or is stopped, so that the engine-generator may be
easily turned on or off, thus improving the convenience of driving
and the durability of the system.
[0038] Hereinafter, an engine-generator control method according to
another embodiment of the present inventive concept will be
described with reference to FIGS. 3A and 3B. FIGS. 3A and 3B are
flowcharts showing an engine-generator control method according to
another embodiment of the present inventive concept.
[0039] The engine-generator control method according to the present
embodiment is intended to add ON/OFF control for the
engine-generator to the engine-generator control method according
to the above embodiment. Here, a control procedure identical to
that described in the engine-generator control method in the above
embodiment will be omitted.
[0040] First, when the system is activated, the controller performs
the control procedure of FIG. 1, and performs control of the
engine-generator in consideration of the efficiency of the overall
system at step S210.
[0041] Next, the controller determines whether the velocity of the
combat maneuvering system is less than or equal to a preset
velocity reference value, and whether the displacement of a brake
pedal is equal to or greater than a preset first displacement
reference value at step S220. Here, the velocity reference value
may be about 1 kph, and the first displacement reference value may
be set to about 5%. Such reference values may be changed to other
values by a user.
[0042] If it is determined at step S220 that the velocity of the
combat maneuvering system exceeds the velocity reference value or
that the displacement of the brake pedal is less than the first
displacement reference value, the controller returns to step S210
to perform optimal control of the engine-generator according to the
above embodiment, as long as the system is not terminated at step
S240.
[0043] In contrast, if it is determined at step S220 that the
velocity of the combat maneuvering system is less than or equal to
the velocity reference value, and the displacement of the brake
pedal is equal to or greater than the first displacement reference
value, the controller turns off the engine-generator at step S225,
and returns to step S210 to perform the optimal control of the
engine-generator according to the above-described embodiment, as
long as the system is not terminated at step S240.
[0044] Meanwhile, the controller performs step S220 while
determining whether the displacement of the brake pedal is less
than a preset second displacement reference value, whether the gear
of the combat maneuvering system is in a forward-drive position or
in a reverse-drive position, and whether the assumed power value of
the engine-generator selected at step S210 is less than or equal to
a preset power reference value at step S230. Here, the second
displacement reference value may be set to about 3%, and the power
reference value may be set to 45 kW.
[0045] If it is determined at step S230 that the displacement of
the brake pedal exceeds the second displacement reference value or
that the gear is neither in the forward-drive position nor the
reverse-drive position, or that the assumed power value of the
engine-generator exceeds the power reference value, the controller
returns to step S210 to perform the optimal control of the
engine-generator according to the above-described embodiment as
long as the system is not terminated at step S240.
[0046] In contrast, if it is determined at step S230 that the
displacement of the brake pedal is equal to or less than the second
displacement reference value, the gear is in a forward-drive or
reverse-drive position, and the assumed power value of the
engine-generator is less than or equal to the power reference
value, the controller turns on the engine-generator at step S235,
and returns to step S210 to perform the optimal control of the
engine-generator according to the above-described embodiment as
long as the system is not terminated at step S240.
[0047] In this way, the engine-generator control method according
to the other embodiment of the present inventive concept may
supplement the disadvantage of the above embodiment in which, if
the power of the engine-generator is controlled depending on the
optimal efficiency by the engine-generator control method, the
vehicle is moved at low speed or is stopped, and the power of the
engine-generator is decreased, and in which, if the vehicle is
completely stopped, the engine-generator is operated in an engine
low-power section in which system efficiency is high, but the
efficiency of the engine itself is low.
[0048] That is, the engine-generator control method according to
the other embodiment of the present inventive concept can reduce
noise while reducing unnecessary fuel consumption by turning off
the engine-generator when the system is stopped, and can improve
the efficiency of energy distribution by again turning on the
engine-generator when the driver starts the vehicle.
[0049] Hereinafter, a series hybrid electric combat maneuvering
system to which the engine-generator control method according to
the present inventive concept is applied will be described in
detail with reference to FIGS. 4 and 5. FIG. 4 is a configuration
diagram of a two-wheel drive (2WD) series hybrid electric combat
maneuvering system to which the engine-generator control method
according to the present inventive concept is applied, and FIG. 5
is a configuration diagram of a four-wheel drive (4WD) series
hybrid electric combat maneuvering system to which the
engine-generator control method according to the present inventive
concept is applied.
[0050] Referring to FIG. 4, a 2WD series hybrid electric combat
maneuvering system 100 to which the engine-generator control method
according to the present inventive concept is applied is configured
such that a single drive motor 101 is connected to a differential
gear and an axle via a speed reducer 103. The drive motor 101 is
controlled by a Motor Control Unit (MCU) 107, and an
engine-generator 110, in which an engine and a generator are
mechanically connected, is controlled by a Generator Control Unit
(GCU) 112.
[0051] The MCU 107, the GCU 112, and a high-voltage battery 120 are
connected through a power line. The high-voltage battery 120 is
managed by a Battery Management System (BMS) 122. The BMS 122, the
GCU 112, and the MCU 107 are controlled by a Hybrid Control Unit
(HCU) 130.
[0052] The HCU 130, which is a hybrid-propulsion controller,
functions to determine a driver's driving intention using signals
transferred from an accelerator pedal, a brake pedal, a gear, etc.,
generate a torque command corresponding to the determined driving
intention, transfer the torque command to the MCU 107, also
transfer a control command for the control of the engine-generator
110 to the GCU 112, and control the entirety of the vehicle.
[0053] The engine-generator control method in accordance with the
above-described embodiments may be performed by the HCU 130 of the
2WD series hybrid electric combat maneuvering system 100, and may
control the engine-generator 110 while operating in conjunction
with the GCU 112.
[0054] Referring to FIG. 5, a 4WD series hybrid electric combat
maneuvering system 200 to which the engine-generator control method
of the present inventive concept is applied is configured such that
a first motor 201 is connected to a differential gear and a front
axle via a first speed reducer 203, and a second motor 202 is
connected to the differential gear and a rear axle via a second
speed reducer 204 in order for the two drive motors 201 and 202 to
drive a front axle and a rear axle, respectively.
[0055] The first motor 201 is controlled by an MCU1 207 and the
second motor 202 is controlled by an MCU2 208, and MCU1 207, MCU2
208, and a battery 220 are connected through a high voltage power
line. A GCU 212, the MCU1 207, the MCU2 208, and a BMS 222 are
controlled by a Hybrid Control Unit (HCU) 230.
[0056] The engine-generator control methods in accordance with the
above embodiments are performed by the HCU 230 of the 4WD series
hybrid electric combat maneuvering system 200 and may control an
engine-generator 210 while operating in conjunction with the GCU
212.
[0057] In this way, the engine-generator control method and the
series hybrid electric combat maneuvering system using the control
method according to the present embodiments may take into
consideration both the efficiencies of an engine-generator and a
high-voltage battery, thus controlling the operation of the
engine-generator. Further, the present inventive concept controls
the operation of the engine-generator by utilizing a stop-and-go
driving method which turns off the engine-generator if a vehicle
stops, and turns on the engine-generator if the vehicle starts to
move (go). Therefore, the present inventive concept can improve the
efficiency of the overall system while improving the durability of
electronic parts including an engine and the convenience of driving
and enhancing energy efficiency.
[0058] As described above, the present inventive concept can
improve the efficiency of the overall system, and vary the power of
the engine depending on the condition of an accelerator pedal,
maintain the voltage of the battery at constant voltage, and can
reduce the power of the engine-generator when the vehicle is moving
at low speed or is stopped, so that the engine-generator can be
easily turned on or off, thus improving the convenience of driving
and the durability of the system.
[0059] Further, the present inventive concept can reduce noise
while reducing unnecessary fuel consumption by turning off the
engine-generator when the combat maneuvering system is stopped, and
can improve the efficiency of energy distribution by again turning
on the engine when a driver starts the vehicle.
[0060] Although the present inventive concept has been described
with reference to specific items such as detailed components,
limited embodiments, and the attached drawings, those items,
embodiments, etc. are merely provided to help clear understanding
of the present inventive concept, and are not intended to limit the
present inventive concept to the above embodiments, and those
skilled in the art will change and modify the present inventive
concept in various manners from the above description.
[0061] Therefore, the spirit of the present inventive concept
should not be defined by the above-described embodiments and it
should be understood that the accompanying claims and all
equivalents or modifications thereof belong to the spirit and scope
of the present inventive concept.
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