U.S. patent application number 15/584788 was filed with the patent office on 2018-11-08 for vehicle charge and climate control system.
The applicant listed for this patent is FORD GLOBAL TECHNOLOGIES, LLC. Invention is credited to Timothy Noah BLATCHLEY, Angel Fernando PORRAS.
Application Number | 20180319243 15/584788 |
Document ID | / |
Family ID | 63895475 |
Filed Date | 2018-11-08 |
United States Patent
Application |
20180319243 |
Kind Code |
A1 |
BLATCHLEY; Timothy Noah ; et
al. |
November 8, 2018 |
VEHICLE CHARGE AND CLIMATE CONTROL SYSTEM
Abstract
A hybrid electric vehicle (HEV) and method of operation, which
include an engine and an electric machine and storage battery
coupled to power electronics, and a compressor and a chiller each
having cooling capacities and coupled to refrigerant and coolant
distribution and thermal management systems. The HEV also includes
one or more controllers configured to charge the battery, and to
adjust and control a charge-rate and cabin, battery, and coupled
power electronics temperatures. The temperatures and charge-rate
are controlled according to cooling needs established from a
predetermined cabin temperature and charge-time, and actual
temperatures of the cabin, battery, and power electronics. The
charge-rate is increased, reducing the charge-time, as the
predetermined cabin temperature is increased to reduce cabin
cooling need. The controller is also configured to generate a
capacity alert when the cooling needs exceed the capacity, and to
enable prioritization of cooling-capacity between cabin comfort and
charge-rate and time.
Inventors: |
BLATCHLEY; Timothy Noah;
(Dearborn, MI) ; PORRAS; Angel Fernando;
(Dearborn, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
FORD GLOBAL TECHNOLOGIES, LLC |
Dearborn |
MI |
US |
|
|
Family ID: |
63895475 |
Appl. No.: |
15/584788 |
Filed: |
May 2, 2017 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
Y02E 60/10 20130101;
H01M 2220/20 20130101; H01M 10/613 20150401; B60H 1/00878 20130101;
H01M 10/66 20150401; B60H 1/00278 20130101; B60H 1/004 20130101;
H01M 10/63 20150401; H01M 10/443 20130101; B60H 2001/00307
20130101; B60H 1/00428 20130101; H01M 10/625 20150401; Y02T 10/88
20130101 |
International
Class: |
B60H 1/00 20060101
B60H001/00; H01M 10/613 20060101 H01M010/613; H01M 10/625 20060101
H01M010/625 |
Claims
1. A vehicle, comprising: a controller coupled to a battery and
configured to, charge the battery in response to a
direct-current-fast-charge signal, and adjust a battery
charge-rate, and cabin, battery, and power electronics temperatures
according to an ambient temperature and a predetermined cabin
temperature and charge-time, such that the charge-rate is increased
corresponding to a reduced cooling-need (CN) to maintain the
predetermined cabin temperature.
2. The vehicle according to claim 1, further comprising: a chiller
coupled to the controller and having a cooling-capacity (CC); and
the controller further configured to: establish the CN from the
ambient temperature, the predetermined cabin temperature, and the
temperatures of the battery and power electronics, communicate a
capacity-alert signal when the CN exceeds the CC, receive in
response a charge-comfort-priority signal (CCP), and adjust the
predetermined cabin temperature and charge-time according to the
CCP signal.
3. The vehicle according to claim 2, further comprising: the
controller further configured to: distribute a first portion of the
CC to control the temperatures of the battery and power electronics
according to the CCP signal and the adjusted charge-rate, and
distribute a remaining CC portion to control the predetermined
cabin temperature.
4. The vehicle according to claim 2, further comprising: the CCP
signal commands a cabin temperature that causes an increased
charge-time; and the controller further configured to: distribute a
first portion of the CC to control the cabin temperature according
to the CCP signal, and distribute a remaining CC portion to control
the temperature of the battery and power electronics according to a
decreased adjusted charge-rate.
5. The vehicle according to claim 2, further comprising: the CCP
signal commands a minimum charge-time that reduces CC available to
maintain and which increases the predetermined cabin temperature;
and the controller further configured to: distribute a first
portion of the CC to the battery and power electronics according to
the CCP signal and enabling the minimum charge-time, and distribute
a remaining CC portion to control the cabin temperature according
to the increased cabin temperature.
6. The vehicle according to claim 2, further comprising: the
controller further configured to, in response to the CCP signal
commanding a decrease in the predetermined cabin temperature that
causes the CN to exceed the CC, decrease the charge-rate of the
battery such that the adjusted charge-time increases, and which
corresponds with the remaining CC available to cool the battery and
power electronics.
7. The vehicle according to claim 2, further comprising: the
controller further configured to, in response to the CCP signal
commanding a minimum charge-time and a maximum charge-rate,
distribute a first portion of the CC to control the temperature of
the battery and power electronics to enable the commanded
charge-time and charge-rate, and distribute a reduced remaining
portion of the CC to control the temperature of the cabin.
8. The vehicle according to claim 2, further comprising: the
controller further configured to: re-establish the CN from
instantaneous ambient, cabin, battery, and power electronics
temperatures and, when the CN does not exceed the CC, increase the
charge-rate to minimize the charge-time, and increase the CC
distributed to control the temperature of the battery and the power
electronics.
9. A vehicle, comprising: a controller, coupled to a battery and
power electronics, and a chiller having a cooling capacity (CC),
configured to: charge the battery in response to a
direct-current-fast-charge signal, and according to an ambient
temperature and a predetermined cabin temperature and charge-time,
distribute the CC to control temperatures of a cabin and the
battery and power electronics, such that the charge-time is reduced
as a cooling-need (CN) decreases for the cabin.
10. The vehicle according to claim 9, further comprising: the
controller further configured to: distribute a first portion of the
CC to the battery and power electronics according to a charge-rate,
and the ambient temperature and the temperature of the battery and
power electronics, and distribute a remaining CC portion to control
the cabin temperature.
11. The vehicle according to claim 9, further comprising: the
controller further configured to: establish the CN from the charge
time, the ambient and predetermined cabin temperatures, and the
temperature of the battery and power electronics, communicate a
capacity-alert signal, when the CN exceeds the CC, receive in
response a charge-comfort-priority CCP signal, and adjust the
predetermined cabin temperature and charge-time according to the
CCP signal.
12. The vehicle according to claim 11, further comprising: the
controller further configured to, in response to the CCP signal
commanding a decrease in the cabin temperature that causes the CN
to exceed the CC, decrease the charge-rate such that the adjusted
charge-time increases corresponding with the CC needed to decrease
the cabin temperature.
13. The vehicle according to claim 11, further comprising: the
controller further configured to, in response to the CCP signal
commanding at least one of a minimum charge-time and a maximum
charge-rate, distribute a first portion of the CC to control the
temperature of the battery and power electronics to enable at least
one of the commanded minimum charge-time and maximum charge-rate,
and reduce a remaining portion of the CC distributed to control the
temperature of the cabin.
14. The vehicle according to claim 11, further comprising: the
controller further configured to, in response to the CCP signal
commanding the predetermined cabin temperature, distribute a first
portion of the CC to control the temperature of the cabin to the
predetermined cabin temperature, reduce a remaining portion of the
CC distributed to control the temperature of the battery and power
electronics, and decrease a charge-rate according to the adjusted
charge-time, and which corresponds with the reduced remaining
portion of the CC available to cool the battery and power
electronics.
15. The vehicle according to claim 14, further comprising: the
controller further configured to: re-establish the CN from
instantaneous ambient, cabin, battery, and power electronics
temperatures and, when the CN does not exceed the CC, increase the
charge-rate to minimize the charge-time, and increase CC
distributed to control the temperature of the battery and the power
electronics.
16. A method of controlling a vehicle, comprising: charging a
battery in response to a direct-current-fast-charge signal; and
adjusting by a controller: temperatures of a cabin, and the battery
and coupled power electronics, and a charge-time according to an
ambient temperature, and a predetermined: cabin temperature and
charge-time, such that the charge-time decreases as a cabin
cooling-need (CN) is reduced.
17. The method according to claim 16, further comprising: providing
a chiller having a cooling-capacity (CC), coupled to the
controller; establishing by the controller the CN from the
charge-time, the ambient and predetermined cabin temperatures, and
the temperatures of the battery and power electronics;
communicating a capacity-alert signal when the CN exceeds the CC;
receiving in response a charge-comfort-priority (CCP) signal; and
adjusting by the controller the predetermined cabin temperature and
charge-time according to the charge-comfort-priority signal.
18. The method according to claim 17, further comprising:
distributing by the controller: a first portion of the CC to
control the temperature of the battery and power electronics
according to the CCP signal and a charge-rate adjusted according to
the adjusted charge-time, and a remaining CC portion to control the
cabin temperature.
19. The method according to claim 17, further comprising:
commanding by the CCP signal a cabin temperature that causes CN to
exceed CC and a reduced charge-rate and increased charge-time; and
distributing by the controller: a first portion of the CC to
control the temperatures of the cabin according to the CCP signal,
and according to the adjusted and decreased charge-rate, a
remaining CC portion to control the temperature of the battery and
power electronics.
20. The method according to claim 17, further comprising:
commanding by the controller a minimum charge-time that causes an
increased charge-rate and cabin temperature; distributing a first
portion of the CC to the battery and power electronics according to
the CCP signal and enabling the increased charge-rate and minimized
charge-time; and distributing a remaining CC portion to control the
increased cabin temperature.
Description
TECHNICAL FIELD
[0001] The disclosure relates to direct current fast charge and
climate control systems in hybrid electric vehicles.
BACKGROUND
[0002] In hybrid electric vehicles (HEVs), passenger cabin comfort
and cooling of electric vehicle charging components are managed in
various ways during vehicle operation. For example, when HEVs are
stationary during direct current, fast-charge (DCFC) charging
events, vehicle occupants may desire continued cabin comfort. Some
HEVs incorporate an engine-mounted and/or electric compressor(s),
and associated coolant and refrigerant systems having cooling
capacities, which are used to meet cooling demands. Such cooling
demands arise from the need to cool the battery, power electronics,
vehicle cabin, and other components.
[0003] DCFC and other charging events may cause a traction battery
and power electronics to require cooling to control temperatures
components that may heat during charging. Preferred cabin comfort
may not be possible during warmer weather in view of DCFC
charge-time and power transfer efficiencies that require cooling of
vehicle components. Such cooling needs and demands consume cooling
capacity. When available cooling capacity is exceeded by demand for
cooling the vehicle components and the cabin, vehicle component
cooling may be prioritized over cabin cooling.
SUMMARY
[0004] One or more of a hybrid electric vehicle (HEV), an electric
vehicle (EV), and/or a plug-in hybrid electric vehicle (PHEV)
includes one or more of an internal combustion engine, and/or an
electric machine and storage battery coupled to power electronics.
At least one of an engine mounted or driven and/or an electrically
operated compressor and/or chiller are incorporated, and each are
configured with cooling capacities and are coupled to refrigerant
and coolant distribution and thermal management systems. The
EV/PHEV/HEV (hereafter referred to as "HEV" but intended to also
include EVs and PHEVs) also includes one or more controllers
coupled to these and other HEV components, and configured to charge
the battery, and to adjust and control a charge-rate and
charge-time therefor. The controller(s) also manage(s) cooling
capacity (CC) distribution to control the temperatures of the
cabin, and battery and coupled power electronics. The temperatures
and charge-rate are controlled according to cooling needs (CNs)
established from an ambient temperature within and external to the
HEV, a predetermined cabin temperature and charge-time, as well as
the instantaneous temperatures of the cabin, and the battery and
power electronics.
[0005] To enable DCFC of the battery when HEV is parked and
stationary, the controllers are adapted to increase the charge-rate
to decrease the charge-time of the batteries, while distributing
the CC to the cabin and to the battery and power electronics to
control temperatures to be within preferred ranges that optimize
charge and life-cycle efficiency. If the predetermined cabin
temperature and/or target temperature/setting is increased, which
reduces CN of the cabin, less cooling capacity is needed to cool
the cabin. In turn, more CC is available for and can be utilized
for thermally managing the battery and power electronics during
fast charging. The controller is also configured to generate a
capacity alert signal when the cooling-needs or CN for the cabin,
the battery, and the power electronics exceed the CC or total
cooling-capacity of the vehicle. The capacity alert signal may be
used to enable prioritization of distribution of CC between cabin
comfort and charge-rate.
[0006] The disclosure contemplates the HEV to also include at least
one controller or controllers coupled to and configured to charge
the battery in response to a direct-current-fast-charge (DCFC)
signal, and to adjust and control the temperatures of a vehicle
cabin, and the battery and coupled power electronics. The
controller(s) also adjust a battery charge-rate according to an
ambient temperature within and outside the HEV, a predetermined
cabin temperature and a predetermined charge-time. As the
controller(s) increase the charge-rate, the charge-time will
decrease, and CN for the battery and power electronics will rise.
Depending upon preferences for HEV cabin comfort during such DCFC
events, the predetermined cabin temperature may be increased to
enable CC to be prioritized for thermal management of the battery
and power electronics during charging. The HEV also includes a
refrigerant and/or chiller, that are coupled to the controller(s),
which have the CC. The one or more controllers are further
configured to establish the cooling capacity-need or cooling-need
(CN) utilizing the ambient temperature, which may be an ambient
temperature external to the HEV and/or a current cabin temperature.
The controllers also establish the CC using one or more of the
predetermined: (a) cabin temperature, (b) charge-rate, and (c)
charge-time, and the temperatures of the battery and power
electronics.
[0007] If the CN exceeds the CC, the controller(s) are further
configured to generate and communicate a capacity-alert signal. In
response, the controller(s) receive a charge-comfort-priority (CCP)
signal, which includes data that establishes whether a selected
and/or target cabin temperature, comfort preference should be
prioritized over other cooling requirements of the HEV. For
example, the controller(s) can be commanded by the CCP signal to
enable whether the predetermined or another preferred and/or target
cabin temperature should be attained and maintained as a priority
over the cooling required to cool the battery and power electronics
according to the predetermined charge-rate and charge-time.
According to the CCP signal, the controller(s) thereafter adjust
the predetermined cabin temperature and charge-time and may
prioritize maintaining a more preferred cabin temperature,
minimizing the charge-time, and may instead prioritize balancing
and adjusting either cabin temperature or charge-time within
possibly desirable ranges of temperatures and charge-times.
[0008] The controller(s) is/are further configured to control
distribution of CC in a thermal management system of the HEV such
that a first portion of the CC is apportioned to control the
temperatures of the battery and power electronics according to the
CCP signal and the adjusted charge-rate. A remaining portion of the
CC is distributed to control the cabin temperature to the extent
afforded by what remains of the CC, which prioritizes control of
the temperatures of the battery and the power electronics over
cabin comfort and cooling. In contrast, the CCP signal may be
configured to command and maintain a cabin temperature over other
cooling needs, which may cause an increased charge-time. This
latter example enables maintaining the cabin temperature at the
expense of increasing the charge-time. In this arrangement, the
controllers are further configured to distribute a first portion of
the CC to control the cabin temperature according to the CCP
signal. A remaining CC portion is distributed to control the
temperature of the battery and power electronics according to the
adjusted and decreased charge-rate, and to the extent possible in
view of the remaining CC.
[0009] In variations of the disclosure, the CCP signal includes
information to command a minimum charge-time that can enable
battery and power electronics cooling priority over cabin cooling,
which may cause an increased cabin temperature. In this variation,
the controller(s) is/are further configured to distribute a first
portion of the CC to the battery and power electronics according to
the CCP signal, which enables the minimum charge-time. A remaining
CC portion is distributed and/or apportioned to control the cabin
temperature, which may increase. In any of these arrangements, the
controller(s) may be further configured to decrease the charge-rate
of the battery such that the charge-time increases, which may be in
response to the CCP signal commanding controlled cooling of and/or
a decrease in the cabin temperature, which in turn may cause the
total cooling requirements for the cabin, battery, and power
electronics to exceed the CC.
[0010] In other configurations, the disclosure is directed to the
controller(s) being also configured to distribute a first portion
of the CC to control the temperature of the battery and power
electronics to enable the commanded charge-time and charge-rate,
and to distribute a reduced remaining portion of the CC to control
the temperature the cabin. These configurations may be enabled in
response to the CCP signal commanding a minimum charge-time and a
maximum charge-rate. These and other variations also contemplate
the controller further configured to periodically re-establish the
CN from the ambient temperature, and instantaneous cabin, battery,
and power electronics temperatures. If the combined CN of the
cabin, battery, and power electronics during DCFC does not exceed
the CC, the controller(s) may be further configured to increase the
charge-rate to a maximum that minimizes the charge-time, and to
distribute a first-portion of the CC to the battery and power
electronics, and to distribute as much of a remaining portion of
the CC as may be needed to maintain the predetermined cabin
temperature. When the combined, total CN does not exceed the CC, a
surplus, unneeded portion of the CC may remain unutilized.
[0011] The disclosure also contemplates methods of controlling a
vehicle that includes charging a battery in response to a DCFC
signal. As with previous configurations, the cabin, battery, and
power electronics temperatures are adjusted and controlled by a
controller or controllers. A battery charge-time is also adjusted
by the controller(s) according to a predetermined: (a) cabin
temperature and (b) charge-time, such that the charge-time
decreases as the charge-rate and cabin temperature is increased. A
compressor and/or chiller having a cooling-capacity (CC) are also
provided and are coupled with the controller(s). The method is
further directed to establishing by the controller a cooling-need
(CN) from an ambient temperature, the predetermined cabin
temperature and charge-time, and the temperatures of the battery
and power electronics. As with preceding arrangements, the method
communicates a capacity-alert signal when the CN exceeds the CC,
and receives in response a charge-comfort-priority (CCP) signal.
The predetermined cabin temperature and charge-time are adjusted
and controlled by the controller according to the CCP signal.
[0012] The method of the disclosure also includes distributing by
the controller: (a) a first portion of the CC to control the
temperature of the battery and power electronics according to the
CCP signal and the adjusted charge-rate, and (b) a remaining CC
portion to control the cabin temperature. The method further
commands with the CCP signal, a cabin temperature that when
decreased, may cause an increased charge-time, if the combined or
total CN of the cabin and the battery and power electronics exceeds
the CC. This CCP signal also distributes first and remaining CC
portions to control the temperatures of the cabin and the battery
and power electronics according to the adjusted and increased or
decreased charge-rate. The method also contemplates commanding by
the controller a minimum charge-time that causes an increased cabin
temperature, as well as a controlled cabin temperature and an
increased charge-time. In this arrangement, the method further
enables distributing by the controller a first and remaining
portions of the CC between the battery and power electronics and
the cabin temperature, according to the CCP signal and enabling the
adjusted and/or minimum charge-time.
[0013] This summary of the implementations and configurations of
the HEVs and described components and systems introduces a
selection of exemplary implementations, configurations, and
arrangements, in a simplified and less technically detailed
arrangement, and such are further described in more detail below in
the detailed description in connection with the accompanying
illustrations and drawings, and the claims that follow.
[0014] This summary is not intended to identify key features or
essential features of the claimed technology, nor is it intended to
be used as an aid in determining the scope of the claimed subject
matter. The features, functions, capabilities, and advantages
discussed here may be achieved independently in various example
implementations or may be combined in yet other example
implementations, as further described elsewhere herein, and which
may also be understood by those skilled and knowledgeable in the
relevant fields of technology, with reference to the following
description and drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0015] A more complete understanding of example implementations of
the present disclosure may be derived by referring to the detailed
description and claims when considered with the following figures,
wherein like reference numbers refer to similar or identical
elements throughout the figures. The figures and annotations
thereon are provided to facilitate understanding of the disclosure
without limiting the breadth, scope, scale, or applicability of the
disclosure. The drawings are not necessarily made to scale.
[0016] FIG. 1 is an illustration of a hybrid electric vehicle and
its systems, components, sensors, actuators, and methods of
operation;
[0017] FIG. 2 illustrates certain aspects of the disclosure
depicted in FIG. 1, with components removed and rearranged for
purposes of illustration;
[0018] FIG. 3 illustrates additional aspects and capabilities of
the vehicle and systems and methods of FIGS. 1 and 2, with certain
components removed and rearranged for purposes of illustration;
[0019] FIG. 4 depicts other aspects of the vehicle systems and
methods of FIGS. 1 and 2 and describes various additional
capabilities of the contemplated vehicles; and
[0020] FIGS. 5 and 6 describe examples and method steps that depict
other operational capabilities of the disclosure.
DETAILED DESCRIPTION
[0021] As required, detailed embodiments of the present invention
are disclosed herein; however, it is to be understood that the
disclosed embodiments are merely exemplary of the invention that
may be embodied in various and alternative forms. The figures are
not necessarily to scale; some features may be exaggerated or
minimized to show details of particular components. Therefore,
specific structural and functional details disclosed herein are not
to be interpreted as limiting, but merely as a representative basis
for teaching one skilled in the art to variously employ the present
invention.
[0022] As those of ordinary skill in the art should understand,
various features, components, and processes illustrated and
described with reference to any one of the figures may be combined
with features, components, and processes illustrated in one or more
other figures to produce embodiments that should be apparent to
those skilled in the art, but which may not be explicitly
illustrated or described. The combinations of features illustrated
are representative embodiments for typical applications. Various
combinations and modifications of the features consistent with the
teachings of this disclosure, however, could be desired for
particular applications or implementations, and should be readily
within the knowledge, skill, and ability of those working in the
relevant fields of technology.
[0023] With reference now to the various figures and illustrations
and to FIGS. 1, 2, 3, 4, 5, and 6, and also specifically to FIG. 1,
a schematic diagram of an electric vehicle (EV), plug-in hybrid
electric (PHEV), and/or hybrid electric vehicle (referred to
individually and collectively hereafter as "HEV") 100 is shown, and
illustrates representative relationships among components of EV,
PHEV, HEV 100. Physical placement and orientation of the components
within vehicle 100 may vary. Vehicle 100 includes a driveline 105
that has a powertrain 110, which includes an internal combustion
engine (ICE) 115 and an electric machine or electric
motor/generator/starter (M/G) 120, which generate power and torque
to propel vehicle 100. Engine 115 is a gasoline, diesel, biofuel,
natural gas, or alternative fuel powered engine, or a fuel cell,
which generates an output torque in addition to other forms of
electrical, cooling, heating, vacuum, pressure, and hydraulic power
by way of front end engine accessories described elsewhere herein.
Engine 115 is coupled to electric machine or M/G 120 with a
disconnect clutch 125. Engine 115 generates such power and
associated engine output torque for transmission to M/G 120 when
disconnect clutch 125 is at least partially engaged.
[0024] M/G 120 may be any one of a plurality of types of electric
machines, and for example may be a permanent magnet synchronous
motor, electrical power generator, and engine starter 120. For
example, when disconnect clutch 125 is at least partially engaged,
power and torque may be transmitted from engine 115 to M/G 120 to
enable operation as an electric generator, and to other components
of vehicle 100. Similarly, M/G 120 may operate as a starter for
engine 115 with disconnect clutch 125 partially or fully engaged to
transmit power and torque via disconnect clutch drive shafts 130 to
engine 115 to start engine 115, in vehicles that include or do not
include an independent engine starter 135.
[0025] Further, M/G or electric machine 120 may assist engine 115
in a "hybrid electric mode" or an "electric assist mode" by
transmitting additional power and torque to turn drive shafts 130
and 140. Also, M/G 120 may operate in an electric only mode wherein
engine 115 is decoupled by disconnect clutch 125 and shut down,
enabling M/G 120 to transmit positive or negative torque to M/G
drive shaft 140. When in generator mode, M/G 120 may also be
commanded to produce negative torque and to thereby generate
electricity for charging batteries and powering vehicle electrical
systems, while engine 115 is generating propulsion power for
vehicle 100. M/G 120 also may enable regenerative braking by
converting rotational, kinetic energy from powertrain 110 and/or
wheels 154 during deceleration, into regenerated electrical energy
for storage, in one or more batteries 175, 180, as described in
more detail below.
[0026] Disconnect clutch 125 may be disengaged to enable engine 115
to stop or to run independently for powering engine accessories,
while M/G 120 generates drive power and torque to propel vehicle
100 via M/G drive shaft 140, torque convertor drive shaft 145, and
transmission output drive shaft 150. In other arrangements, both
engine 115 and M/G 120 may operate with disconnect clutch 125 fully
or partially engaged to cooperatively propel vehicle 100 through
drive shafts 130, 140, 150, differential 152, and wheels 154.
Driveline 105 may be further modified to enable regenerative
braking from one or any wheel 154 using a selectable and/or
controllable differential torque capability.
[0027] Drive shaft 130 of engine 115 and M/G 120 may be a
continuous, single, through shaft that is part of, and integral
with M/G drive shaft 140, or may be a separate, independent drive
shaft 130 that may be configured to turn independently of M/G drive
shaft 140, for powertrains 110 that include multiple, inline, or
otherwise coupled M/G 120 configurations. The schematic of FIG. 1
also contemplates alternative configurations with more than one
engine 115 and/or M/G 120, which may be offset from drive shafts
130, 140, and where one or more of engines 115 and M/Gs 120 are
positioned in series and/or in parallel elsewhere in driveline 105,
such as between or as part of a torque convertor and a
transmission, off-axis from the drive shafts, and/or elsewhere and
in other arrangements. Still other variations are contemplated
without deviating from the scope of the present disclosure.
[0028] Driveline 105 and powertrain 110 also include a transmission
that includes a torque convertor (TC) 155, which couples engine 115
and M/G 120 of powertrain 110 with and/or to a transmission 160.
Transmission 160 may be a multiple step-ratio, and/or a multiple
and variable torque-multiplier-ratio, automatic and/or manual
transmission or gearbox 160 having a plurality of selectable gears.
TC 155 may further incorporate a bypass clutch and clutch lock 157
that may also operate as a launch clutch, to enable further control
and conditioning of the power and torque transmitted from
powertrain 110 to other components of vehicle 100.
[0029] In other variations, a transmission oil pump 165 is included
and is coupled to M/G 120 to produce hydraulic oil pressure for any
number of components, which can include, for example, release or
disconnect clutch 125, torque converter 155, bypass clutch 157, and
transmission 160, when engine 115 is decoupled and/or powered down.
An electric auxiliary transmission oil pump 170 may also be
included for use alone or in combination with other components, and
to also supplement and/or generate hydraulic pressure when both
engine 115 and M/G 120 are unpowered, or otherwise unable to
produce hydraulic pressure.
[0030] Powertrain 110 and/or driveline 105 further include one or
more batteries 175, 180. One or more such batteries can be a higher
voltage, direct current battery or batteries 175 operating in
ranges between about 48 to 600 volts, and sometimes between about
140 and 300 volts or more or less, which is/are used to store and
supply power for M/G 120 and during regenerative braking, and for
other vehicle components and accessories. Other batteries can be a
low voltage, direct current battery(ies) 180 operating in the range
of between about 6 and 24 volts or more or less, which is/are used
to store and supply power for starter 135 to start engine 115, and
for other vehicle components and accessories.
[0031] Batteries 175, 180 are respectively coupled to engine 115,
M/G 120, and vehicle 100, as depicted in FIG. 1, through various
mechanical and electrical interfaces and vehicle controllers, as
described elsewhere herein. High voltage M/G battery 175 is also
coupled to M/G 120 by one or more of a motor control module (MCM),
a battery control module (BCM), and/or power electronics 185, which
are configured to condition direct current (DC) power provided by
high voltage (HV) battery 175 for M/G 120. MCM/BCM/power
electronics 185 are also configured to condition, invert, and
transform DC battery power into three phase alternating current
(AC) as is typically required to power electric machine or M/G 120.
MCM/BCM 185/power electronics is also configured to charge one or
more batteries 175, 180 with energy generated by M/G 120 and/or
front end accessory drive components, and to supply power to other
vehicle components as needed.
[0032] Vehicle 100 may also incorporate one or more refrigerant
compressors 187, which may be an ICE-mounted or belt driven front
end accessory device, and/or an electrically driven and/or operated
device mounted on or about the ICE 115 or elsewhere on EV, PHEV,
HEV 100, for example such as about M/G 120 to be powered thereby.
Cooperatively coupled to the compressor(s) 187, at least one
chiller 190 may also be incorporated to enable heat exchange
between refrigerant from the compressor(s) 187 and other
components. As with the compressor(s) 187, the chiller(s) 190 may
be ICE-mounted/belt-driven as a front end accessory, mounted about
M/G 120 to enable integral pumps to be driven thereby, or elsewhere
about HEV 100. Heat exchangers such as evaporators 195 may be
coupled with one or more of the compressor(s) 187 and the
chiller(s) 190 to enable heat exchange with passenger compartments
of HEV 100, battery(ies) 175, 180, MCM/BCM/power electronics 185,
and other vehicle components that may require heating and/or
cooling.
[0033] With continued reference to FIG. 1, vehicle 100 further
includes one or more controllers and computing modules and systems,
in addition to MCM/BCM/power electronics 185, which enable a
variety of vehicle capabilities. For example, vehicle 100 may
incorporate a vehicle system controller (VSC) 200 and a vehicle
computing system (VCS) and controller 205, which are in
communication with MCM/BCM 185, other controllers, and a vehicle
network such as a controller area network (CAN) 210, and a larger
vehicle control system and other vehicle networks that include
other micro-processor-based controllers as described elsewhere
herein. CAN 210 may also include network controllers in addition to
communications links between controllers, sensors, actuators, and
vehicle systems and components.
[0034] While illustrated here for purposes of example, as discrete,
individual controllers, MCM/BCM 185, VSC 200 and VCS 205 may
control, be controlled by, communicate signals to and from, and
exchange data with other controllers, and other sensors, actuators,
signals, and components that are part of the larger vehicle and
control systems and internal and external networks. The
capabilities and configurations described in connection with any
specific micro-processor-based controller as contemplated herein
may also be embodied in one or more other controllers and
distributed across more than one controller such that multiple
controllers can individually, collaboratively, in combination, and
cooperatively enable any such capability and configuration.
Accordingly, recitation of "a controller" or "the controller(s)" is
intended to refer to such controllers both in the singular and
plural connotations, and individually, collectively, and in various
suitable cooperative and distributed combinations.
[0035] Further, communications over the network and CAN 210 are
intended to include responding to, sharing, transmitting, and
receiving of commands, signals, data, control logic, and
information between controllers, and sensors, actuators, controls,
and vehicle systems and components. The controllers communicate
with one or more controller-based input/output (I/O) interfaces
that may be implemented as single integrated interfaces enabling
communication of raw data and signals, and/or signal conditioning,
processing, and/or conversion, short-circuit protection, circuit
isolation, and similar capabilities. Alternatively, one or more
dedicated hardware or firmware devices, controllers, and systems on
a chip (SoCs) may be used to precondition and preprocess particular
signals during communications, and before and after such are
communicated.
[0036] In further illustrations, MCM/BCM 185, VSC 200, VCS 205, CAN
210, and other controllers, may include one or more microprocessors
or central processing units (CPU) in communication with various
types of computer readable storage devices or media. Computer
readable storage devices or media may include volatile and
nonvolatile storage in read-only memory (ROM), random-access memory
(RAM), and non-volatile or keep-alive memory (NVRAM or KAM). NVRAM
or KAM is a persistent or non-volatile memory that may be used to
store various commands, executable control logic and instructions
and code, data, constants, parameters, and variables needed for
operating the vehicle and systems, while the vehicle and systems
and the controllers and CPUs are unpowered or powered off.
Computer-readable storage devices or media may be implemented using
any of a number of known memory devices such as PROMs (programmable
read-only memory), EPROMs (electrically PROM), EEPROMs
(electrically erasable PROM), flash memory, or any other electric,
magnetic, optical, or combination memory devices capable of storing
and communicating data.
[0037] With attention invited again to FIG. 1, vehicle 100 also may
include VCS 205 to be the SYNC onboard vehicle computing system
manufactured by the Ford Motor Company (See, for example, U.S. Pat.
No. 9,080,668). Vehicle 100 also may include a powertrain control
unit/module (PCU/PCM) 215 coupled to VSC 200 or another controller,
and coupled to CAN 210 and engine 115, M/G 120, and TC 155 to
control each powertrain component. A transmission control unit
(TCU) 220 is also coupled to VSC 200 and other controllers via CAN
210, and is coupled to transmission 160 and also optionally to TC
155, to enable operational control. An engine control module (ECM)
or unit (ECU) or energy management system (EMS) 225 may also be
included having respectively integrated controllers and be in
communication with CAN 210, and is coupled to engine 115 and VSC
200 in cooperation with PCU 215 and TCU 220 and other
controllers.
[0038] In this arrangement, VSC 200 and VCS 205 cooperatively
manage and control the vehicle components and other controllers,
sensors, and actuators. For example, the controllers may
communicate control commands, logic, and instructions and code,
data, information, and signals to and/or from engine 115,
disconnect clutch 125, M/G 120, TC 155, transmission 160, batteries
175, 180, and MCM/BCM/power electronics 185, and other components
and systems. The controllers also may control and communicate with
other vehicle components known to those skilled in the art, even
though not shown in the figures. The embodiments of vehicle 100 in
FIG. 1 also depict exemplary sensors and actuators in communication
with vehicle network and CAN 210 that can transmit and receive
signals to and from VSC 200, VCS 205, and other controllers.
[0039] For further example, various other vehicle functions,
actuators, and components may be controlled by the controllers
within the vehicle systems and components, and may receive signals
from other controllers, sensors, and actuators, which may include,
for purposes of illustration but not limitation, fuel injection
timing and rate and duration, throttle valve position, spark plug
ignition timing (for spark-ignition engines), intake/exhaust valve
timing and duration, front-end accessory drive (FEAD) components
such as air conditioning (A/C) refrigerant compressor 187,
transmission oil pumps 165, 170, a FEAD alternator or generator,
M/G 120, high and low voltage batteries 175, 180, and various
sensors for battery charging or discharging (including sensors for
determining the maximum charge, state of charge--SoC, and discharge
power limits), temperatures, voltages, currents, and battery
discharge power limits, clutch pressures for disconnect clutch 125,
bypass/launch clutch 157, TC 155, transmission 160, and other
components. Sensors communicating with the controllers and CAN 210
may, for further example, establish or indicate turbocharger boost
pressure, crankshaft position or profile ignition pickup (PIP)
signal, engine rotational speed or revolutions per minute (RPM),
wheel speeds (WS1, WS2, etc.), vehicle speed sensing (VSS), engine
coolant temperature (ECT), intake manifold air pressure (MAP),
accelerator pedal position sensing (PPS), brake pedal positon
sensing (BPS), ignition switch position (IGN), throttle valve
position (TP), ambient air temperature (TMP) and component and
passenger cabin/compartment temperatures, barometric pressure,
engine and thermal management system and compressor and chiller
pressures and temperatures, pump flow rates and pressures and
vacuums, exhaust gas oxygen (EGO) or other exhaust gas component
concentration or presence, intake mass air flow (MAF), transmission
gear, ratio, or mode, transmission oil temperature (TOT),
transmission turbine speed (TS), torque convertor bypass clutch 157
status (TCC), and deceleration or shift mode (MDE), among
others.
[0040] With continuing reference to the various figures, especially
now FIGS. 1 and 2, the disclosure contemplates HEV 100 including
ICE 115 coupled with electric machine or M/G 120 and high-voltage
(HV) storage battery 175 and MCM/BCM/power electronics 185. At
least one of an engine mounted/belt-driven and/or an electrically
operated refrigerant compressor 187 and/or chiller 190 are
incorporated, and each are configured having respective cooling
capacities (CC) and form and are coupled to refrigerant and coolant
distribution and thermal management system (TMS) 230. TMS 230
includes refrigerant lines 235 and coolant lines 237, which
communicate refrigerant and coolant between compressor 187 and
chiller 190, and the heat exchangers and/or evaporators 195 located
about a passenger cabin 240 and HV battery 175 and power
electronics 185.
[0041] EV, PHEV, HEV 100 and TMS 230 also include one or more
controllers coupled to these and other HEV components. Such
controllers, including for example, those incorporated with power
electronics 185 are configured to charge the battery(ies), and to
adjust and control a charge-rate and charge-time therefor, and to
discharge and deliver power from the battery(ies). These
controller(s), including for example those included with TMS 230,
manage distribution of CC to control the temperatures of the cabin
240, and HV battery 175 and coupled power electronics 185. The
temperatures and charge-rate are controlled according to cooling
needs (CNs) established from an ambient temperature within and
external to the HEV, a predetermined cabin temperature and
charge-time, as well as various instantaneous temperatures of other
HEV components, including cabin 240, battery 175, and power
electronics 185.
[0042] HEV 100 also includes at least one direct-current
fast-charge (DCFC) receptacle 245, which is coupled with the
various controllers, including for example BCM/MCM/power
electronics 185 and HV battery 175. DCFC receptacle 245 is utilized
when HEV 100 is stationary and parked adjacent to an external power
source (PS) (FIG. 1), such as in a home, office, or other
electrical power charging station or location. These controllers
are configured to detect the presence of PS when it is connected to
DCFC receptacle 245, and to initiate a high-speed, high-charge-rate
charging of HV battery 175, battery 180, as well as enabling power
to be supplied to HEV 100 chiller 190 for cooling battery 175 and
power electronics 185. Such controllers may also enable
communication between HEV 100 and external PS to establish power
capacity, cost of power, power use authorization, compatibility,
and other parameters and information about and from the external
PS.
[0043] Such communications between HEV 100 and external PS may
enable automated purchase of power for a period of time, and may
enable communication between external PS and VSC 200 and VCS 205.
This configuration may enable an occupant of HEV 100 may interact
to convey power purchase authorization via a display in HEV 100.
Additionally, HEV 100 may autonomously interact with both external
PS and one or more of VSC 200 and VCS 205 to communicate
information there between to enable automated DCFC charging of HEV
100. Such DCFC charging typically is most often contemplated for
use with EVs and PHEVs, but also may have applications in certain
configurations for HEVs, and is here described in connection with
all such EV, PHEV, and HEV applications.
[0044] DCFC charging of HEV 100 may cause heating of various
components that may include batteries 175, 180, and power
electronics 185, among other components. Consequently, TMS 230 may
be powered by the power source to enable cooling of such components
that may experience heating during DCFC charging. In some
configurations, upon detecting external PS and initiating automated
or occupant-interactive DCFC, HEV 100 autonomously maximizes
charge-rate to thereby minimize charge-time. Such automated DCFC
maximized charge-rates may be desirable and convenient with respect
to minimizing charge-time. However, in warm climates and
environments, occupants of HEV 100 may experience discomfort
because known configurations of HEV 100 are not configured to cool
cabin 240 during DCFC operations. Typically, DCFC operation
requires ICE 115 to be unpowered, such that an ICE-mounted/driven
FEAD would not be operational, and which requires for EVs, PHEVs,
and certain HEVs an electrically operated compressor(s) 187.
Chiller 190 may be powered to cool battery(ies) 175, 180, but in
most vehicles, cooling has previously not been available for cabin
240 during DCFC events, which may result in cabin discomfort.
[0045] With continued reference to the various figures and
specifically now also to FIG. 2, additional details of TMS 230
schematically depict the contemplated HEV 100 thermal management
system to have a total cooling capacity (CC) designed to manage the
heating and cooling needed to operate HEV 100. Although the
disclosure primarily describes various cooling capabilities, for
purposes of illustration, those knowledgeable in the relevant
fields of technology should understand that TMS 230 is configured
to enable both cooling and heating of various components of HEV
100, including for example, batteries 175, 180, cabin 240, and
other vehicle components.
[0046] TMS 230 is typically configured to include at least one
refrigerant circuit 250 that may use a refrigerant such as R134a,
which may include refrigerant lines 235 coupling air conditioning
(A/C) compressor 187 with an A/C condenser 255, heat
exchangers/evaporators 195, and chiller 190, among other
components. TMS 230 also may usually include at least one coolant
circuit 260 (in addition to any coolant circuit included with ICE
115), which may use a coolant similar to any of a number of
commonly available ICE antifreeze coolants, and configured to cool
one or more non-ICE 115 components. Coolant circuit 260 may further
incorporate coolant lines 237 coupling chiller 190 with one or more
non-ICE components, including for example at least one of HV
battery 175, BCM/MCM/power electronics 185, and a battery/power
electronics radiator 265.
[0047] TMS 230 may further incorporate various sensors, pumps, and
valves, and can include for example, one or more refrigerant
expansion devices, such as electric and/or fixed orifice devices,
thermal expansion valves 270, and/or solenoid operated valves 275,
which are incorporated about refrigerant circuit 250 and coupled to
refrigerant lines 235 and heat exchangers/evaporators 195 and
chiller 190. Both refrigerant circuit 250 and coolant circuit 260
may incorporate temperature and pressure sensors 280, and
temperature sensors 282, at various locations about refrigerant
lines 235 and coolant lines 237, along with electrically actuated
and driven multiple-position valves 285 that switch flow between
outputs, proportional valves 287 that enable differential flow to
multiple outputs, and pumps 290, positioned and configured to
control coolant and refrigerant flow and flow rates. The various
valves and pumps may also be included and utilized for
configurations where the chiller 190 may be utilized for heat
transfer between heat exchangers/evaporators 195, cabin 240, and
other components of coolant circuit 260. In further arrangements,
coolant circuit 260 may include a chiller bypass coolant line 262,
which may enable proportional flow with proportional valve 287
between bypass line 262 and chiller 190, for coolant circuit 260
operations during DCFC events when refrigerant circuit 250 is
unavailable or otherwise unneeded, and chiller cooling via radiator
265.
[0048] To enable DCFC of the HV battery 175 and/or other batteries,
one or more of the controllers, such as those included with
BCM/MCM/power electronics 185 are configured to detect external PS
being connected to DCFC receptacle 245, and to generate and
communicate a direct-current-fast-charge signal (DS) 300. In
response, the power electronics 185 and/or other controllers
initiate and increase the charge-rate of the battery(ies) 175 to
decrease and/or minimize the charge-time. Typically, the
charge-rate is predetermined when HEV 100 is manufactured, as is
the charge-time. Both the predetermined charge-rate and the
charge-time may be automatically changed by the controllers during
normal use as life-cycle and performance degradation occurs in
charge capacity and power transfer, which the controllers detect in
battery 175 and power electronics 185.
[0049] Concurrent with charging, including during DCFC operation,
the controllers of TMS 230 and/or other controllers are configured
to operate one or more of refrigerant and coolant circuits 250, 260
to generate and distribute the CC to cabin 240 and to HV battery
175 and power electronics 185. To optimize life-cycle and
performance of HV battery 175, and other batteries if included,
power electronics 185, and other components, TMS 230 controllers
determine a cooling need (CN) for battery 175, power electronics
185, and other components of HEV 100. Among other options, those
skilled in the relevant fields of technology should understand that
CN may be determined from current temperatures of such components,
current cabin temperature, an ambient temperature of the
environment around HEV 100, target temperatures of the cabin that
may be set or adjusted by occupants (for example, 72 degrees
Fahrenheit or 22 degrees Celsius), and predetermined temperatures
and/or temperature ranges that are preset during manufacture for
optimal operating temperatures of power and related components. In
response to the CN determination, TMS 230 controllers and/or other
controllers add and/or remove heat and control component
temperatures to such predetermined temperatures and/or within such
predetermined temperature ranges.
[0050] Depending upon design and configuration of the available CC
of TMS 230, a portion and/or all of the CC may be required to
control the temperature of battery 175 and power electronics 185 to
be at predetermined temperatures and/or within the optimal
temperature ranges. Preferably, sufficient CC is designed into an
improved and more capable TMS 230 to also have CC be available for
cooling additional other components of HEV 100 during DCFC events,
including for purposes of illustration, cabin 240. In this way,
prior HEV configurations that did not enable cooling and/or
sufficient cooling of cabin 240 during DCFC events, can be improved
whereby occupants of cabin 240 may demand and receive cooling to
increase comfort.
[0051] In any such contemplated configuration wherein cooling may
be available for battery 175, power electronics 185, as well as for
cabin 240, what has been needed but unavailable, is a capability
that enables vehicle occupants to determine preferences and
prioritize how CC is to be distributed during DCFC events between
cooling of cabin 240, and battery 175, power electronics 185, and
other vehicle components. The disclosure contemplates new
configurations wherein a predetermined temperature for cabin 240
may be set by such occupants via one or more vehicle controls,
which may include for purposes of example VSC 200 and/or VCS 205,
or other temperature controls for cabin 240. Additionally, the
disclosure enables such users to prioritize whether available CC
should be distributed to enable increased comfort and cooling of
cabin 240 as a priority over other components, which may increase
charge-time and decrease the possible charge-rate. Similarly, the
contemplated improvements also enable users to balance between both
the adjustable predetermined cabin temperature and/or target
temperature/cabin-temperature-setting, and charge-time and
charge-rate, to select an acceptable cabin temperature and
charge-time and rate.
[0052] These new configurations enable TMS 230 to have increased
cooling capabilities during DCFC events when an
ICE-mounted/belt-driven FEAD compressor 187 may be unavailable if
ICE is turned-off, and/or may be available if electrically driven.
This arrangement contemplates TMS 230 being configured to consume a
portion of the power from external PS to operate coolant circuit
260, and distribute a portion of the available CC to heat
exchangers/evaporators 195 to cool cabin 240. In alternatives, TMS
230 may include an electrically operated compressor 187, which can
be utilized in combination with refrigerant circuit 250 and coolant
circuit 260 to distribute a portion of the CC to cool cabin 240. In
turn, more and/or all CC may be utilized for thermally managing
temperatures of battery 175 and power electronics 185 during DCFC
operation. In enabling users and occupants of HEV 100 to establish
priorities between the predetermined temperature of the cabin 240,
and charge-time and charge-rate of battery 175, TMS 230 controllers
and/or other controllers may determine respective cooling needs
(CN).
[0053] With continuing reference to the preceding figures, and now
also to FIG. 3, it may be understood that in these examples, that
as cabin CN is maximized (see, e.g., left vertical axis, "L"), CC
is consumed to meet the CN of cabin 240, such that CN of battery
175 and power electronics 185 and charge-rate are decreased. as
plotted in an illustrative calibration line "C", against horizontal
axis, "H". Consequently, it follows that charge-time increases, as
reflected on right vertical axis, "R". In contrast, if the
predetermined cabin temperature is increased towards an ambient
temperature, as depicted on the left vertical axis, a cooling need
(CN) of the cabin is reduced such that less CC is needed to cool
cabin 240. Described differently, when CN for cabin 240 is at a
maximum, CN available for cooling battery 175 and power electronics
185 as well as possible charge-rate are at a minimum causing the
charge-time to be longer. Conversely, as the predetermined
temperature of cabin 240 is increased towards an uncontrolled or
ambient temperature, the charge-rate may be maximized and
charge-time minimized.
[0054] During DCFC operation, TMS 230 controllers and others may
also be configured to generate and communicate a capacity alert
(CA) signal 305 when CN for cabin 240, battery 175, and power
electronics 185, and other components, exceed available CC of HEV
100. CA signal 305 may be used to enable prioritization of
distribution of CC between cabin comfort and battery cooling, and
may be communicated to users via one or more systems of HEV 100
including, for example, VSC 200, VCS 205, or another vehicle
control system. When a predetermined cabin temperature is selected
by a user or occupant increases CN for the cabin 240 such that when
combined with CN for other components causes total CN demanded or
required to exceed total available CC, then CA signal 305 is
updated, generated, and communicated. Preferably, CA signal 305 may
also incorporate information generated by the controllers that
enables an alerted user or occupant to determine how the selected
predetermined cabin temperature affects charge-time and charge
rate.
[0055] With reference now also specifically to FIG. 4, TMS 230
controllers and/or others may be further adapted to enable VSC 200
and VCS 205 to automatically, and/or interactively with the user or
occupant, respond to the CA signal 305 and cause the VSC 200 and/or
VCS 205 to generate a charge-comfort-priority (CCP) signal 310,
that commands and/or selects a configuration priority to:
[0056] (1) maximize charge-rate and minimize charge-time, having CN
325, to leave uncontrolled or to increase any predetermined
temperature and reduce CN 330 of cabin 240 whereby most or all CC
335 is available for battery 175 and power electronics 185,
[0057] (2) adjust and set the predetermined temperature and CN 340
of the cabin 240 to take priority whereby remaining CC balances
against and limits the CN 345 of battery 175 and power electronics
185 that in turn limits the charge-rate resulting in an extended
charge-time, and
[0058] (3) automatically balance CN 350 for cabin 240 with a range
for predetermined temperature of cabin 240, against a range of
charge-times or a selected charge-time that establishes a
charge-rate, and wherein CN 350 for cabin 240, and CNs 355 for
battery 175, power electronics 185, and other components are
periodically adjusted in view of ambient temperature, whereby a
surplus or unneeded reserve of CC 360 may be established. In any
such configuration, the respective CNs of each component and cabin
240 may be periodically and/or continuously updated in view of
possibly changing ambient temperatures.
[0059] During DCFC operation, ambient conditions may change whereby
ambient temperature may increase or decrease. Further, components
of HEV 100 may not heat or cool as much as may be expected in view
of predetermined temperature settings and other parameters set and
established during manufacturing. Such variants may affect CNs for
each component as well as cabin 240. When the total, combined CNs
do not exceed available CC 335 or any reason, then the controllers
may automatically readjust, for automated convenience of the users,
the predetermined temperature and charge-rate for any noted
configuration to increase the charge-rate and reduce charge-time to
consume any available CC for cooling battery 175 and power
electronics 185.
[0060] With continued reference to FIG. 4, TMS 230 controller(s)
and other controllers may also be configured in the above-noted
configuration (1) to control distribution of CC 335 such that a
first portion 365 of the CC 335 is apportioned to control the
temperatures of battery 175 and power electronics 185 according to
CCP signal 310 and an adjusted, maximized charge-rate. A remaining
portion 370 of CC 335, if any, is distributed to control the
predetermined temperature of the cabin 240, to the extent possible,
if any, by what remains of CC 335. In this way, control of the
temperatures of battery 175 and the power electronics 185 is
prioritized over comfort and cooling of the cabin 240, which may
cause an increased or uncontrolled temperature of cabin 240.
[0061] In another example according to configuration (2) noted
above, the CCP signal 310 may include information to command and
maintain the predetermined temperature of cabin 240 as a priority
over other cooling needs, which may cause an increased charge-time.
In this arrangement, TMS 230 controllers and/or others are further
configured to distribute a first portion 375 of CC 335 to control
the cabin temperature according to CCP signal 310. A remaining CC
portion 380 is distributed to control the temperature of battery
175 and power electronics 185 according to an adjusted and
decreased charge-rate, and to the extent possible in view of the
remaining CC 380.
[0062] These examples and alternatives therefor also contemplate
TMS 230 controllers and others being adapted to enable above-noted
configuration (3), to periodically re-establish CNs using the
ambient temperature, and instantaneous cabin, battery, and power
electronics temperatures. If the combined CNs of the cabin,
battery, and power electronics during DCFC does not exceed the CC
335, the controller(s) may be further configured to increase the
charge-rate, according to increased available CC 335, up to a
maximum that minimizes the charge-time, and to distribute a
first-portion 385 of the CC 335 to battery 175 and power
electronics 185, and to distribute as much of a remaining portion
390 of the CC 335 as may be needed to maintain the predetermined
cabin temperature. When the combined, total CN does not exceed the
CC 335, the surplus, unneeded portion 360 of the CC 335 may remain
unutilized.
[0063] As depicted in the various figures, including FIGS. 1, 2, 5,
and 6, signals DS 300, CA 305, and CCP 310, and related control
logic and executable instructions and other signals, and data can
also include other signals (OS) 315, and control or command signals
(CS) 320 received from and sent to and between controllers and
vehicle components and systems. DS 300, CA 305, CCP 310, OS 315,
and CS 320 may be generated, established, communicated, to, from,
and between any of the vehicle controllers, sensors, actuators,
components, and systems signals. Any or all of these signals can be
raw analog or digital signals or preconditioned, preprocessed,
combination, and/or derivative signals generated in response to
other signals, and may represent voltages, currents, capacitances,
inductances, impedances, and digital representations thereof, as
well as digital information that embeds such signals, data, and
analog, digital, and multimedia information.
[0064] The communication and operation of the described signals,
commands, control instructions and logic, and data and information
by the various contemplated controllers, sensors, actuators, and
other vehicle components, may be represented schematically as shown
in FIGS. 1 and 2, and by flow charts or similar diagrams as
exemplified in the methods of the disclosure illustrated in FIGS. 5
and 6. Such flow charts and diagrams illustrate exemplary commands
and control processes, control logic and instructions, and
operation strategies, which may be implemented using one or more
computing, communication, and processing techniques that can
include real-time, event-driven, interrupt-driven, multi-tasking,
multi-threading, and combinations thereof. The steps and functions
shown may be executed, communicated, and performed in the sequence
depicted, and in parallel, in repetition, in modified sequences,
and in some cases may be combined with other processes and omitted.
The commands, control logic, and instructions may be executed in
one or more of the described microprocessor-based controllers and
may be embodied as primarily hardware, software, virtualized
hardware, firmware, virtualized firmware, and combinations
thereof.
[0065] A method of controlling a vehicle such as HEV 100, as
depicted in FIGS. 5 and 6, is initiated at step 400 when HEV 100 is
stationary and parked, whereupon monitoring is initiated at step
405 for a DCFC request or connection of external PS. Some external
PS charging stations or systems may not be compatible for
automatically initiating a DCFC request. For such systems, HEV 100
is configured to initiate a DCFC request and signal 300, either
autonomously and/or via an interactive use of VSC 200 and/or VCS
205. If a DCFC request or plug-in of DCFC input receptacle 245 are
not detected by controllers such as those of MCM/BCM/power
electronics 185, control remains at step 405 for continued
monitoring. At step 405, upon power electronics 185 or other
controllers detecting the connection and/or DCFC request, control
passes to step 410 and various information is determined by
controllers of power electronics 185 from external PS including
power available. With this information, CC 335 may be determined by
TMS 230 and other controllers as described elsewhere herein. Once
available CC is established, the method next executes step 415
where TMS 230 and other controllers determine CNs for cabin 240,
battery 175, power electronics 185, and other vehicle
components.
[0066] As the method then executes control logic of step 420, it is
determined by TMS 230 or other controllers whether total, combined
CNs exceed available CC 335, using for example, one or more CNs
330, 325, 340, 345, 350, 355. If available CC 335 is not exceeded
by the CNs, then it at step 425 the method establishes that
sufficient CC 335 is available for cooling cabin 240, battery 175,
power electronics 185, and other components of HEV 100. In this
circumstance, above-described configuration (3) is may be initiated
such that a surplus or unneeded CC 360 remains available. However,
is available CC 335 is exceeded by the combined CNs, then the
method executes step 430, and CA signal 305 is generated and
communicated by TMS 230 and/or other controllers. As already
explained, VSC 200 and/or VCS 205 may autonomously respond to CA
signal 305, and may also interactively alert a user or occupant of
HEV 100.
[0067] Either autonomously and/or interactively, TMS 230 and other
controllers at method step 430 enable generation and communication
of CCP signal 310, which as described elsewhere herein, further
enables prioritization of cooling of cabin 240 and minimized
charge-time and maximized charge-rate of HV battery 175.
Accordingly, at method step 435, TMS 230 controllers receive CCP
signal 310, which at step 440 is tested to determine whether
cooling of cabin 240 for occupant comfort is commanded and
prioritized over minimum charge-time and maximized and adjustable
charge-rate. If charging of battery 175 (minimized charge-time and
maximized charge-rate) are commanded and/or prioritized over and
instead of cooling of cabin 240, then at step 440, the method
passes control to step 500B (FIGS. 5 and 6) to commence charging of
battery 175 and for additional battery charging parameter
processing and management of charging of battery 175 by TMS 230 and
MCM/BCM/power electronics 185 controllers.
[0068] In contrast, if cooling of cabin 240 is commanded and/or
prioritized instead of charging of battery 175, then the method
initiates charging of battery 175 and executes steps 450 and 500C
via controllers that may include those of TMS 230 and power
electronics 185. Here, the controllers also determine a minimum
charge-time and a maximum charge-rate, both of which may be
adjusted and increased and decreased, as a function of one or more
of ambient temperature, temperature of battery 175, life-cycle and
performance of battery 175, available cooling capacity, and
external PS power that may be utilized for other components of HEV
100, including power consumed to divert and distribute a portion of
CC 335 to cool cabin 240 as established at step 450. The method
then passes controller execution to step 500C for further
processing of parameters and information by controllers of TMS 230
and others to manage cooling of cabin 240 while charging battery
175.
[0069] With continuing reference to the various figures and now
also to FIG. 6, it may be understood that if battery charging is
commanded and/or prioritized by the controllers over cabin cooling
at the steps leading up to step 500B, then the MCM/BCM/power
electronics 185 controllers execute step 505 to determine and
adjust a minimum charge-time and maximum charge-rate without regard
to cabin cooling. Step 505 may by the controllers determine and
combine CNs for battery 175, power electronics 185, and other
components, as a function of one or more of ambient temperature,
state of charge (SoC), life-cycle charge capacity, and other
performance parameters of battery 175. Next, such controllers then
proceed to execute steps 510 and 515 of the method to determine if
a CC surplus 360 results from the difference of available CC 335
and the combined CNs of battery 175 and power electronics 185.
[0070] If CC surplus 360 is greater than or equal to zero at step
515, the controllers then proceed to step 520 and operate the
circuits 250, 260 to enable configurations (1) or (3) of FIG. 4 to
distribute a first portion of CC 365, 385, according to the CCP
signal 310 and the predetermined charge-time and adjusted charge
rate, to cool and control the temperature of battery 175 and power
electronics 185, to enable the minimum possible charge-time at a
maximum possible, adjusted charge-rate. Next, control proceeds
thereafter to execute step 525 and distribute a remaining portion
of CC 370, 390, if any, according to the CCP signal 310, to control
the temperature of cabin 240 to maintain predetermined temperature
of cabin 240 to the extent possible with the remaining portion of
CC 370, 390. In contrast, if at step 515 the controllers determine
CC surplus is not greater than zero, then the controllers instead
execute step 530 and reduce cabin cooling such that cabin warming
is permitted, by increasing the predetermined cabin temperature.
The controllers repeat the sequence of the method, returning
control to step 500B and other steps until battery charging is
completed and/or DCFC operations are discontinued.
[0071] The controllers, when configured for DCFC battery charging
priority, then return to step 500B and subsequently execute step
460 wherein the minimum charge-time is set to zero, which may
indicate that battery charging is prioritized in that the minimum
possible charge-time and maximum possible charge-rate is being
accomplished during the DCFC operation. The controllers may also
determine an actual time to charge, which may be a predetermined
charge-time that is set during manufacturing of HEV 100, and which
is a function of various life-cycle and performance parameters of
battery 175 and power electronics 185. The controllers then execute
step 465 to continuously or periodically re-calculate or
re-determine and to adjust the charge-rate and an estimated
charge-time, which may be communicated and/or displayed via VSC 200
and/or VCS 205.
[0072] The controllers next execute step 470 and continuously or
periodically re-determine and adjust CC available (CCA) as a
function of current or instantaneous DCFC power available from
external PS, which may change during DCFC operation, less
electrical loads of HEV 100, which may also change during DCFC
operation. At step 475, the controllers of the method also may
re-determine and adjust the charge-rate as a function of DCFC power
available from external PS, less power utilized to make available
the previously determined CCA. Executing step 480, the controllers
then also may determine and adjust the charge-rate remaining or
available to achieve a predetermined or target SoC, as a function
of a predetermined or preconfigured SoC and instantaneous or actual
current battery charge level. At step 485 the controllers may also
be configured to update the estimated time of step 465, as a
function of current SoC of battery 175 and the immediately
preceding charge-rate of step 480, upon which control passes back
to step 465, and the method repeats until charging of battery 175
is completed and/or DCFC operations are discontinued, or
re-prioritization causes a change to prioritize cabin cooling over
battery charging so that a different sequence of the method is
enabled.
[0073] During DCFC operations when cabin cooling is prioritized
over battery charging at step 500C, and with continuing reference
to FIG. 6, the controllers next execute step 550 and determine CN
for cooling of cabin 240 at the predetermined temperature, as a
function of ambient temperature and current cabin temperature,
among other possible parameters. Next, the method and controllers
execute step 555 to determine the CN for battery 175 and power
electronics 185. Thereafter, controllers of the method execute
control logic of step 560 to determine CC surplus 360 from the
difference between available CC and the step 555 combination of CNs
for cabin 240, battery 175, power electronics 185, and other
parameters. At step 560, the method controllers determine whether
CC surplus 360 is greater than or equal to zero, and if it is, then
the controllers of the method execute step 570 to control circuits
250, 260 to enable configuration (2) of FIG. 4 to distribute a
first portion of CC 375 to cool cabin 240 according to the CCP
signal 310 and the predetermined temperature. This is followed by
execution of step 575 to distribute a remaining portion of CC 380
to cool battery 175 and power electronics 185, which may require an
increased charge-time and reduced charge-rate, so long as cabin
cooling remains prioritized over battery charging. The method and
controllers then return to step 500C and repeat the sequence until
battery charging is completed or DCFC operation is discontinued, or
re-prioritization causes a change to prioritize battery charging
over cabin cooling such that a different sequence of the method is
enabled.
[0074] The controllers of the method may instead, at step 565,
determine that CC surplus 360 is not great then zero, and then
proceed to execute step 580 to enable the configuration (1) of FIG.
4. Here, prioritized cabin cooling must be limited to enable some
amount of DCFC charging of battery 175 to occur, which requires a
portion of the CC to be made available therefor, and which further
requires adjustment to increase the predetermined temperature of
cabin 240, thus lowering CN for cabin 240. In this circumstance,
the controllers then execute step 580 and distribute a first
portion of CC 385 to battery 175 and power electronics 185
according to the adjusted charge-rate, so long as DCFC operation
continues and until charging of battery 175 is complete. Then step
585 is executed by the controllers to distribute a remaining
portion of CC 390 to cool cabin 240 so long as cabin cooling
continues to be prioritized, and until re-prioritization occurs,
battery charging is completed, or DCFC operation is
discontinued.
[0075] While exemplary embodiments are described above, it is not
intended that these embodiments describe all possible forms of the
invention. Rather, the words used in the specification are words of
description rather than limitation, and it is understood that
various changes may be made without departing from the spirit and
scope of the invention. Additionally, the features of various
implementing embodiments may be combined to form further
embodiments of the invention.
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