Description:TECHNICAL FIELD
[0001] The present invention relates to methods and systems for powertrain thermal control in an electric vehicle. More particularly, it is relating to a Linear Quadratic Regulator (LQR) based thermal control system for acoustic and performance optimization and a method thereof.
BACKGROUND
[0002] Vehicle systems include powertrain systems that provide tractive torque for propulsion. Powertrain systems may include hybrid systems, all-electric systems, and extended-range electric systems that may be configured to operate in various operating modes to generate and transfer torque to a driveline. Such powertrain systems use torque-generative devices, clutches and transmissions. Torque-generative devices include internal combustion engines and electrically-powered motor/generators, i.e., electric machines.
[0003] When a hybrid electrical vehicle is operated, its powertrain will generate heat. This heat can damage the various components of the powertrain such as the power electronics, the traction motor, the high voltage battery, the engine and the transmission.
[0004] Ways to control the motor temperature is by reducing the torque request to the motor and there is no account for customer experience in the framework.
[0005] Electric vehicles are desirable for their portability and flexibility of use. However, due to the nascency of the field, many users lack the experience to properly handle the full capabilities of the vehicle. Unfortunately, conventional vehicles do not offer options that limit the vehicle performance based on the driving expertise of the user. Additionally, the electric motor propelling the vehicle enables a wide range of vehicle performance capabilities. Completely different vehicle response profiles can be achieved through different motor control schemes, wherein the motor can be controlled to respond to the same input signal in a completely different manner. While it can be desirable for a user to control which vehicle response profile is applied to each driving session, conventional vehicles do not offer the option of selecting significantly different vehicle response profiles to the user.
[0006] In light of the above-stated discussion, it is desirable to provide an improved thermal management system for a vehicle powertrain. Therefore, the present invention provides a thermal control system for acoustic optimization and a performance optimization of an electric vehicle. Furthermore, other desirable features and characteristics of the present invention will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background.
OBJECT OF THE DISCLOSURE
[0007] A primary objective of the present disclosure is to provide a thermal control system for acoustic optimization and performance optimization by cooling a powertrain assembly of an electric vehicle.
[0008] Another objective is to provide a method for an acoustic optimization and a performance optimization of an electric vehicle by cooling a powertrain assembly by a thermal control system.
SUMMARY
[0009] An embodiment of the present invention relates to a thermal control system for acoustic optimization and performance optimization of an electric vehicle comprising a powertrain assembly positioned on the electric vehicle comprising a plurality of temperature sensors for monitoring a plurality of temperature signals of a motor, a motor controller, and other components of a traction system, a Linear Quadratic Regulator (LQR) controller configured to receive a plurality of temperature inputs to generate a first command signal and a second command signal; a control signal mapping module to receive the two output requests and a current information from the motor to send at least one fan voltage command and at least one torque command, at least two electronic control units (ECU) and a fan positioned on top of the powertrain assembly for active cooling the powertrain assembly. In particular, the thermal control system is a Linear Quadratic Regulator (LQR) based thermal control system.
[0010] In accordance with an embodiment of the present invention, the first command signal and the second command signal translated into the two output requests in real time. In particular, the first command signal is a stator current of the motor, and the second command signal is fan voltage.
[0011] In accordance with an embodiment of the present invention, the at least two electronic control units (ECU) includes the peripheral controller operably configured to the control signal mapping module to receive the fan voltage command for controlling a fan on a duty cycle and the motor controller operably configured to the control signal mapping module to receive the torque command to ensure the motor generates torque as per the torque command.
[0012] In accordance with an embodiment of the present invention, the two output requests are a torque request and a fan voltage request.
[0013] In accordance with an embodiment of the present invention, the plurality of temperature inputs is at least one of a motor temperature, a motor controller temperature, a reference motor temperature and a reference controller motor temperature.
[0014] In accordance with an embodiment of the present invention, the thermal control system comprises a cost function module associated with different modes of the electric vehicle. In particular, the different modes are an economy mode, a balanced mode, a performance mode, and a high performance mode. Moreover, in the performance mode and the high performance mode, the electric vehicles have an extended vehicle performance requiring a higher fan activity for active cooling of the powertrain assembly. Further, in the balanced mode, the electric vehicles have a balanced vehicle performance requiring a medium fan activity for active cooling of the powertrain assembly. Furthermore, in the economy mode, the electric vehicles have a lower vehicle performance requiring a low fan activity for active cooling of the powertrain assembly.
[0015] In accordance with an embodiment of the present invention, the temperature sensors continuously monitor the temperature of the motor and the motor controller. Particularly, the rate of change of temperature depends on a heating component generating the stator current and a cooling component generating fan voltage. Further, when the temperature of the motor crosses an upper motor threshold temperature limit and/or the motor controller crosses an upper motor controller threshold temperature limit then the powertrain assembly cuts off generating no torque.
[0016] In accordance with an embodiment of the present invention, the motor controller has at least two sets of two switches connected in parallel.
[0017] In accordance with an embodiment of the present invention, the powertrain assembly is cooled by reducing a number of torque requests sent to the motor and/or by increasing a number of fan velocity requests sent to the fan for active cooling.
[0018] Another embodiment relates to a method for an acoustic optimization and a performance optimization of an electric vehicle by cooling a powertrain assembly by a thermal control system comprising steps of monitoring a plurality of temperature signals of a motor, a motor controller, and all other components of a traction system by a plurality of temperature sensors, providing a plurality of temperature inputs to a Linear Quadratic Regulator (LQR) controller for generating a first command signal and a second command signal and translating into the two output requests: a torque request and a fan voltage request in real time, receiving the two-output request by a control signal mapping module to send at least one fan voltage command to a peripheral controller, and at least one torque command to the motor controller, sending the at least one fan voltage command to the peripheral controller, and the at least one torque command to the motor controller by a control signal mapping module, receiving the at least one torque command by the motor controller to ensure the motor is generating torque as per the at least one torque command and controlling a fan using a duty cycle logic by the peripheral controller after receiving the at least one fan voltage command.
[0019] In accordance with an embodiment of the present invention, the method further comprises steps of generating the first command signal and the second command signal by a motor controller, converting the first command signal to a torque reference request in real time and mapping the second command signal to a fan voltage using a polyfit second degree polynomial. The first command signal is a stator current of the motor, and the second command signal is fan voltage request
[0020] In accordance with an embodiment of the present invention, parameters controlling the acoustic optimization are fan voltage, fan current, fan rpm, fan on/off command, liquid cooling pump voltage, liquid cooling pump current, liquid cooling pump rpm and parameters controlling the performance optimization are motor torque limit, motor stator current limit, motor rpm limit, motor dc current limit, charger current limit, charger voltage limit, battery dc current limit, computing unit clock speed. computing unit bus speed.
[0021] These and other aspects herein will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawing. It should be understood, however, that the following descriptions are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the invention herein without departing from the spirit thereof.
BRIEF DESCRIPTION OF FIGURE
[0022] Having thus described the disclosure in general terms, reference will now be made to the accompanying figure, wherein
[0023] Fig. 1A is a block diagram illustrating various components of a thermal control system for use within a vehicle in accordance with an embodiment of the invention;
[0024] Fig. 1B is a diagram illustrating the thermal control system 100 for an acoustic optimization and performance optimization of an electric vehicle in accordance with another embodiment of the invention;
[0025] Fig. 1C is a diagram illustrating the thermal control system 100 for an acoustic optimization and performance optimization of an electric vehicle in accordance with yet another embodiment of the invention;
[0026] Fig. 2 is a block diagram illustrating different driving modes of the electric vehicle in accordance with an embodiment of the present invention;
[0027] Fig. 3A is an exemplary diagram of switches in a controller in accordance with an embodiment of the present invention;
[0028] Fig. 3B is a schematic diagram of an exemplary integrated controller in the thermal control system in accordance with an embodiment of the present invention;
[0029] Fig. 4 is a flowchart illustrating a method for an acoustic optimization and a performance optimization of an electric vehicle in accordance with an embodiment of the present invention;
[0030] Fig. 5 is a flowchart illustrating a method for an acoustic optimization and a performance optimization of an electric vehicle in accordance with another embodiment of the present invention.
[0031] It should be noted that the accompanying figure is intended to present illustrations of a few examples of the present disclosure. The figure is not intended to limit the scope of the present disclosure. It should also be noted that the accompanying figure is not necessarily drawn to scale.
DETAILED DESCRIPTION
[0032] In the following detailed description of the invention, numerous specific details are set forth in order to provide a thorough understanding of the invention. However, it will be obvious to a person skilled in the art that the invention may be practiced with or without these specific details. In other instances, well known methods, procedures and components have not been described in detail so as not to unnecessarily obscure aspects of the invention. Furthermore, it will be clear that the invention is not limited to these alternatives only. Numerous modifications, changes, variations, substitutions and equivalents will be apparent to those skilled in the art, without parting from the scope of the invention.
[0033] The accompanying drawing is used to help easily understand various technical features and it should be understood that the alternatives presented herein are not limited by the accompanying drawing. As such, the present disclosure should be construed to extend to any alterations, equivalents and substitutes in addition to those which are particularly set out in the accompanying drawing. Although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are generally only used to distinguish one element from another.
[0034] Conditional language used herein, such as, among others, "can," "may," "might," "may," “e.g.,” and the like, unless specifically stated otherwise, or otherwise understood within the context as used, is generally intended to convey that certain alternatives include, while other alternatives do not include, certain features, elements and/or steps. Thus, such conditional language is not generally intended to imply that features, elements and/or steps are in any way required for one or more alternatives or that one or more alternatives necessarily include logic for deciding, with or without other input or prompting, whether these features, elements and/or steps are included or are to be performed in any particular alternative. The terms “comprising,” “including,” “having,” and the like are synonymous and are used inclusively, in an open-ended fashion, and do not exclude additional elements, features, acts, operations, and so forth. Also, the term “or” is used in its inclusive sense (and not in its exclusive sense) so that when used, for example, to connect a list of elements, the term “or” means one, some, or all of the elements in the list.
[0035] Terms vehicle and electric vehicle may be used interchangeably for convenience.
[0036] Terms electronic control unit or ECU may be used interchangeably for convenience.
[0037] Terms stator current may be denoted by i^2 and fan voltage may be denoted hA throughout the specification for convenience.
[0038] Fig. 1A is a block diagram illustrating various components of a thermal control system 100 for use within a vehicle in accordance with an embodiment of the invention. Fig. 1B and Fig. 1C are schematic diagrams illustrating the thermal control system (100) for an acoustic optimization and a performance optimization of an electric vehicle in accordance with one or more embodiments of the invention.
[0039] Now referring simultaneously to Fig.1A, Fig.1B and Fig. 1C. The thermal control system (100) operates in a vehicle environment. In particular, the thermal control system 100 is a Linear Quadratic Regulator (LQR) based thermal control system and, the vehicle is anyone but not limited to a battery electric vehicle (BEV), a hybrid electric vehicle (HEV), a Plug-in Hybrid electric vehicle (PHEV) Fuel Cell electric vehicle (FCEV), a two wheeler electric bike, and a three wheeler electric vehicle.
[0040] The thermal control system (100) providing an acoustic optimization and a performance optimization of an electric vehicle comprising powertrain assembly (105) with a plurality of temperature sensors (110), a Linear Quadratic Regulator (LQR) controller (115), a control signal mapping module (120), at least two electronic control units (ECU) (125) and a fan (130).
[0041] In an embodiment of the present invention, the powertrain assembly (105) is positioned on the electric vehicle. The powertrain assembly (105) may be cooled by reducing a number of torque requests sent to a motor and/or by increasing a number of fan velocity requests sent to the fan (130) for active cooling.
[0042] In accordance with an embodiment of the present invention, the plurality of temperature sensors (110) monitors a plurality of temperature signals of the motor (132), a motor controller (127), and other components of a traction system. In particular, the plurality of temperature inputs is at least one of a motor temperature, a motor controller temperature, a reference motor temperature and a reference controller motor temperature. The temperature sensors (110) continuously monitor the temperature of the motor and the motor controller (127).
[0043] In accordance with an embodiment of the present invention, a rate of change of temperature depends on a heating component generating the stator current and a cooling component generating fan voltage.
[0044] In accordance with an embodiment of the present invention, when the temperature of the motor crosses an upper motor threshold temperature limit and/or the motor controller (127) crosses an upper motor controller threshold temperature limit then the powertrain assembly (105) cuts off generating no torque.
[0045] The Linear Quadratic Regulator (LQR) controller (115) is configured to receive one or more temperature inputs to generate a first command signal and a second command signal. In particular, the first command signal is a stator current of the motor, and the second command signal is fan voltage. Further, the first command signal and the second command signal are translated into the two output requests in real time. The two output requests are torque request and fan voltage request.
[0046] The control signal mapping module (120) receives the two output requests from the Linear Quadratic Regulator (LQR) controller and current information from the motor to send at least one fan voltage command and at least one torque command.
[0047] The at least two electronic control units (ECU) (125) includes an automotive control unit such as but not limited to a peripheral controller (126) and the motor controller (127) for controlling the various systems of the vehicle. In particular, the peripheral controller (126) is operably configured to the control signal mapping module (120) to receive the fan voltage command for controlling the fan (130) on a duty cycle. Further, the motor controller (127) is operably configured to the control signal mapping module (120) to receive the torque command to ensure the motor (132) generates torque as per the torque command.
[0048] The fan (130) is positioned on top of the powertrain assembly (105) for active cooling the powertrain assembly (105).
[0049] The actuation of the fan (130) is only done in such a way so that the fan (130) is not audible when a user is almost at a standstill position.
[0050] In accordance with one embodiment of the present invention, the thermal control system (100) is configured with an electrical system having an active cooling mechanism implemented by the fan (130). The electrical system may be but not limited to a battery system or an EV charger unit.
[0051] In accordance with another embodiment of the present invention, the thermal control system (100) is also configured to monitor temperature sensitive components. Further, upper threshold temperature of temperature sensitive components causing temperature related failures can be monitored.
[0052] In yet another alternate embodiment, the thermal control system (100) monitors and manages temperature for a battery and a battery management system with a fan.
[0053] In yet another alternate embodiment, the thermal control system (100) monitors and controls the temperature of an EV charging unit using the fan (130) to control the temperature.
[0054] In accordance with an embodiment of the present invention, parameters controlling the acoustic optimization are fan voltage, fan current, fan rpm, fan on/off command, liquid cooling pump voltage, liquid cooling pump current, liquid cooling pump rpm. And parameters controlling the performance optimization are motor torque limit, motor stator current limit, motor rpm limit, motor dc current limit, charger current limit, charger voltage limit, battery dc current limit, computing unit clock speed. computing unit bus speed.
[0055] Fig. 2 is a block diagram illustrating different modes of the electric vehicle in accordance with an embodiment of the present invention. In particular, the different modes are economy mode (205), balanced mode (210), performance mode (215), and high performance mode (220). In particular, a cost function module is associated with all different modes of the electric vehicle.
[0056] In the performance mode (215) and the high performance mode (220), the electric vehicles have an extended vehicle performance requiring a higher fan activity for active cooling of the powertrain assembly. And, in the balanced mode (210), the electric vehicles have a balanced vehicle performance requiring a medium fan activity for active cooling of the powertrain assembly. Further, in the economy mode (205), the electric vehicles have a lower vehicle performance requiring a low fan activity for active cooling of the powertrain assembly (105).
[0057] In an exemplary implementation, modification of the torque request from the motor with increasing temperature is based on cost function associated with each mode. For example, the cost for reducing the current to the motor in ‘high performance’ mode is more as compared to ‘economy’ mode. While in economy mode the cost for increasing the fan RPM is more.
[0058] In an exemplary implementation, when higher cost function weightage is given to hA (voltage) then fan voltage rises slowly and the torque decreases before 120-degree C. Alternatively, when higher cost function weightage is given to i^2 (torque) then torque decreases as the temperature rises to 140-degree C.
[0059] In an embodiment, the cost function represented J, is defined as

where Q, R11, and R22 are scalar quantities denoting weightage given to temperature, hA and i^2 respectively.
where hA and i^2 are representative of the acoustic noise and performance of the motor (132).
[0060] In an exemplary embodiment, when Q: High and R11: low and R22: low implies that the high temperature error is more expensive than high fan noise. Thus, in performance mode a high torque and a high fan voltage meets the performance requirements while compromising on acoustic noise.
[0061] In another exemplary embodiment, when Q: Low, R11 high and R22: high implies that fan noise and torque is more expensive than temperature error. Thus, in economy mode, high temperature error, low noise and low torque meets the acoustic requirements while compromising on performance.
[0062] In yet another exemplary embodiment, when Q: High, R11: medium and R22: low implies that fan noise and temperature error is more expensive than torque. Thus, in balanced mode, low temperature error, high torque with low/medium noise meets the acoustic requirements with relatively good performance requirements.
[0063] Fig. 3 A is an exemplary diagram of switches in a controller in accordance with an embodiment of the present invention. In particular, a motor converter and/or an integrated convertor has three legs. Further, each leg has two sets of two switches connected in parallel.
[0064] Fig. 3 B is a schematic diagram of an exemplary integrated controller in the thermal control system in accordance with an embodiment of the present invention. The integrated controller may be an inverter converting a battery DC current to a three phase AC current to control the motor (132). Once the controller dynamics are integrated, the Linear Quadratic Regulator (LQR) controller (115) generates the first command signal which is stator current of the motor (i^2) and the second command signal which is fan voltage (hA). In such an integrated system, the final output to the powertrain has minimum torque request signals and maximum fan voltage signals.
[0065] Fig. 4 is a flowchart illustrating a method (400) for an acoustic optimization and a performance optimization of an electric vehicle in accordance with an embodiment of the present invention. The method (400) for the acoustic optimization and the performance optimization of the electric vehicle is performed by cooling the powertrain assembly (105) by the thermal control system (100). A fan (130) is positioned on top of the powertrain assembly (105) for active cooling of the powertrain assembly (105).
[0066] The method starts at step 405 and proceeds further to steps 410 to step 430.
[0067] At step 405, a plurality of temperature signals of a motor (132), a motor controller (127), and all other components of a traction system are monitored by a plurality of temperature sensors (110).
[0068] At step 410, a plurality of temperature inputs is provided to a Linear Quadratic Regulator (LQR) controller (115) for generating a first command signal and a second command signal. In particular, the first command signal and the second command signal are translated into the two output requests: a torque request and a fan voltage request in real time.
[0069] At step 415, the two-output requests are received by a control signal mapping module (120). And the control signal mapping module (120) sends at least one fan voltage command to a peripheral controller (126), and at least one torque command to the motor controller (127).
[0070] At step 420, at least one fan voltage command is sent to the peripheral controller (126), and at least one torque command is sent to the motor controller (127) by the control signal mapping module (120).
[0071] At step 425, the at least one torque command is received by the motor controller (127) to ensure the motor (132) is generating torque as per the at least one torque command.
[0072] At step 430, the fan (130) is controlled using a duty cycle logic by the peripheral controller (126) after receiving at least one fan voltage command.
[0073] Fig. 5 is a flowchart illustrating a method (500) for an acoustic optimization and a performance optimization of an electric vehicle in accordance with another embodiment of the present invention. The method starts at step 505 and proceeds to step 510- 515.
[0074] At step 505, the first command signal and the second command signal is generated by a Linear Quadratic Regulator (LQR) controller (115).
[0075] At step 510, the first command signal is converted to a torque reference request in real time. The first command signal is a stator current of the motor.
[0076] At step 515, the second command signal is mapped to a fan voltage using a polyfit second degree polynomial. The second command signal is a fan voltage request.
[0077] Advantageously, the LQR based thermal control system provides better user experience when driving for long periods of time on a hot day. Moreover, the user is able to ride the vehicle for longer without having to experience drop in performance. Further, the user does not hear annoying sound from the fan which gets actuated because of some conditions even at a low temperature. Furthermore, the limiting controller may be used for a more temperature sensitive component to avoid any module failure.
[0078] While the preferred embodiments and best modes of utilizing the present invention have been disclosed above, other variations are also possible.
[0079] While the detailed description has shown, described, and pointed out novel features as applied to various alternatives, it can be understood that various omissions, substitutions, and changes in the form and details of the devices or algorithms illustrated can be made without departing from the scope of the disclosure. As can be recognized, certain alternatives described herein can be embodied within a form that does not provide all of the features and benefits set forth herein, as some features can be used or practiced separately from others.
[0080] The disclosures and the description herein are intended to be illustrative and are not in any sense limiting the invention, defined in scope by the following claims.
, Claims:We Claim,
1. A thermal control system (100) for providing an acoustic optimization and a performance optimization of an electric vehicle comprising:
a powertrain assembly (105) positioned on the electric vehicle comprising:
a plurality of temperature sensors (110) for monitoring a plurality of temperature signals of a motor (132), a motor controller (127), and other components of a traction system;
a Linear Quadratic Regulator (LQR) controller (115) configured to receive a plurality of temperature inputs to generate a first command signal and a second command signal; the first command signal and the second command signal translated into the two output requests in real time;
a control signal mapping module (120) to receive the two output requests and a current information from the motor (132) to send at least one fan voltage command and at least one torque command;
at least two electronic control units (ECU) (125):
the peripheral controller (126) operably configured to the control signal mapping module (120) to receive the at least one fan voltage command for controlling a fan (130) on a duty cycle; and
the motor controller (127) operably configured to the control signal mapping module (120) to receive the at least one torque command to ensure the motor (132) generates torque as per the at least one torque command;
the fan (130) positioned on top of the powertrain assembly (105) for active cooling of the powertrain assembly (105);
wherein the thermal control system (100) is a Linear Quadratic Regulator (LQR) based thermal control system.
2. The thermal control system (100) as claimed in claim 1, wherein the first command signal is a stator current of the motor, and the second command signal is fan voltage.
3. The thermal control system (100) as claimed in claim 1, wherein the two output requests are a torque request and a fan voltage request.
4. The thermal control system (100) as claimed in claim 1, wherein the plurality of temperature inputs is at least one of a motor temperature, a motor controller temperature, a reference motor temperature and a reference controller motor temperature.
5. The thermal control system (100) as claimed in claim 1, wherein the thermal control system (100) comprises a cost function module associated with different modes of the electric vehicle.
6. The thermal control system (100) as claimed in claim 5, wherein the different modes are an economy mode (205), a balanced mode (210), a performance mode (215), and a high performance mode (220).
7. The thermal control system (100) as claimed in claim 6, wherein in the performance mode (215) and the high performance mode (220), the electric vehicles have an extended vehicle performance requiring a higher fan activity for active cooling of the powertrain assembly.
8. The thermal control system (100) as claimed in claim 6, wherein in the balanced mode (210), the electric vehicles have a balanced vehicle performance requiring a medium fan activity for active cooling of the powertrain assembly (105).
9. The thermal control system (100) as claimed in claim 6, wherein in the economy mode (205), the electric vehicles have a lower vehicle performance requiring a low fan activity for active cooling of the powertrain assembly (105).
10. The thermal control system (100) as claimed in claim 1, wherein the temperature sensors (110) continuously monitor the temperature of the motor (132) and the motor controller (127).
11. The thermal control system (100) as claimed in claim 1, wherein a rate of change of temperature depends on a heating component generating the stator current and a cooling component generating fan voltage.
12. The thermal control system (100) as claimed in claim 1, wherein when the temperature of the motor (132) crosses an upper motor threshold temperature limit and/or the motor controller (127) crosses an upper motor controller threshold temperature limit then the powertrain assembly (105) cuts off generating no torque.
13. The thermal control system (100) as claimed in claim 1, wherein the motor controller (127) has at least two sets of two switches connected in parallel.
14. The thermal control system (100) as claimed in claim 1, wherein the powertrain assembly (105) is cooled by reducing a number of torque requests sent to the motor and/or by increasing a number of a fan velocity requests sent to the fan (130) for active cooling.
15. The thermal control system (100) as claimed in claim 1, wherein parameters controlling the acoustic optimization are fan voltage, fan current, fan rpm, fan on/off command, liquid cooling pump voltage, liquid cooling pump current, liquid cooling pump rpm and parameters controlling the performance optimization are motor torque limit, motor stator current limit, motor rpm limit, motor dc current limit, charger current limit, charger voltage limit, battery dc current limit, computing unit clock speed. computing unit bus speed.
16. A method for an acoustic optimization and a performance optimization of an electric vehicle by cooling a powertrain assembly (105) by a thermal control system (100) comprising steps of:
monitoring a plurality of temperature signals of a motor (132), a motor controller (127), and all other components of a traction system by a plurality of temperature sensors (110);
providing a plurality of temperature inputs to a Linear Quadratic Regulator (LQR) controller (115) for generating a first command signal and a second command signal; the first command signal and the second command signal are translated into the two output requests: a torque request and a fan voltage request in real time;
receiving the two-output request by a control signal mapping module (120) to send at least one fan voltage command to a peripheral controller (126), and at least one torque command to the motor controller (127);
sending the at least one fan voltage command to the peripheral controller (126), and the at least one torque command to the motor controller (127) by a control signal mapping module (120);
receiving the at least one torque command by the motor controller (127) to ensure the motor is generating torque as per the at least one torque command;
controlling a fan (130) using a duty cycle logic by the peripheral controller (126) after receiving the at least one fan voltage command; and
wherein the fan is positioned on top of the powertrain assembly (105) for active cooling of the powertrain assembly.
17. The method as claimed in claim 16, wherein the method further comprises steps of:
generating the first command signal and the second command signal by the Linear Quadratic Regulator (LQR) controller (115);
converting the first command signal to a torque reference request in real time; and
mapping the second command signal to a fan voltage using a polyfit second degree polynomial;
wherein the first command signal is a stator current of the motor and the second command signal is fan voltage request.
18. The method as claimed in claim 16, wherein the plurality of temperature inputs is at least one of a motor temperature, a motor controller temperature, a reference motor temperature and a reference controller motor temperature.
19. The method as claimed in claim 16, wherein the powertrain assembly (105) is cooled by reducing a number of torque requests sent to the motor and/or by increasing a number of fan velocity requests sent to the fan for active cooling.
20. The method as claimed in claim 16, wherein the thermal control system (100) comprises a cost function module associated with a different modes of the electric vehicle.
21. The method as claimed in claim 20, wherein the different modes are an economy mode (205), a balanced mode (210), a performance mode (215), and a high performance mode (220).
22. The method as claimed in claim 21, wherein in the performance mode (215) and a high performance mode (220), the electric vehicles have an extended vehicle performance requiring a higher fan activity for active cooling of the powertrain assembly (105).
23. The method as claimed in claim 21, wherein in the balanced mode (210), the electric vehicles have a balanced vehicle performance requiring a medium fan activity for active cooling of the powertrain assembly (105).
24. The method as claimed in claim 21, wherein in the economy mode (205), the electric vehicles have a lower vehicle performance requiring a low fan activity for active cooling of the powertrain assembly (105).
25. The method as claimed in claim 16, wherein when the temperature of the motor (132) crosses an upper motor threshold temperature limit and/or the motor controller (127) crosses an upper motor controller threshold temperature limit then the powertrain assembly (105) cuts off generating no torque.
26. The method as claimed in claim 17, wherein the stator current of the motor (132) is converted to the torque request.
27. The method as claimed in claim 16, wherein a rate of change of temperature depends on a heating component generating the stator current and a cooling component generating fan voltage.
28. The method as claimed in claim 16, wherein the motor controller (127) has at least two sets of two switches connected in parallel.
29. The method as claimed in claim 16, wherein parameters controlling the acoustic optimization are fan voltage, fan current, fan rpm, fan on/off command, liquid cooling pump voltage, liquid cooling pump current, liquid cooling pump rpm and parameters controlling the performance optimization are motor torque limit, motor stator current limit, motor rpm limit, motor dc current limit, charger current limit, charger voltage limit, battery dc current limit, computing unit clock speed and computing unit bus speed.