Control system for a hybrid-electric vehicle

• US 10,246,073 B2
• Filed: 06/14/2016
• Issued: 04/02/2019
• Est. Priority Date: 05/16/2016
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Miller, Kenneth James, Leone, Thomas G., Lear, Christopher Alan, Hocking, Chris James
• Primary Examiner(s): Dallo, Joseph
• Application Number:
  US15/181,491
• Publication Number:
  US 20170327104A1
• Time in Patent Office: 1,022 Days
• CPC Class Codes: B60K 6/20 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 20/15 Control strategies specially adapted for achieving a particular effect
• CPC Class Codes: B60W 2050/0075 Automatic parameter input, automatic initialising or calibrating means
• CPC Class Codes: B60W 2540/00 Input parameters relating to occupants
• CPC Class Codes: B60W 30/20 Reducing vibrations in the driveline
• CPC Class Codes: B60Y 2200/92 Hybrid vehicles
• CPC Class Codes: B60Y 2300/188 Controlling power parameters of the driveline, e.g. determining the required power
• CPC Class Codes: B60Y 2300/20 Reducing vibrations in the driveline
• CPC Class Codes: F02N 11/0818 Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
• CPC Class Codes: F02N 2200/106 Driver presence, e.g. detected by door lock, seat sensor or belt sensor
• CPC Class Codes: Y02T 10/40 Engine management systems
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y10S 903/93 Conjoint control of different elements
• CPC Class Codes: Y10S 903/951 Assembly or relative location of components

Abstract

A hybrid-electric vehicle includes a power system, a controller, a driver seat, a passenger seat, a back seat, and sensors. The controller is in communication with the sensors and the power system. The seats are coupled, directly or indirectly, to the power system. The sensors are configured to detect occupancy of the driver, passenger, and back seats. The controller is programmed to receive occupancy data from the sensors, determine an occupancy status based on the occupancy data, set an operating parameter for the power system based on the occupancy status, and control the power system in accordance with the parameter.

Claims

1. A controller, for a hybrid-electric vehicle, the controller comprising a processor and a memory and programmed to:

determine an occupancy status of the vehicle based on received sensor data;

set an operating parameter for a power system of the hybrid-electric vehicle based on the occupancy status; and

control the power system to operate in accordance with the parameter.

2. The controller of claim 1, wherein the occupancy status is one of at least a driver-seat-occupied status, a back-seat-only-occupied status, and an unoccupied status.

3. The controller of claim 2, wherein the operating parameter is an engine-pull-up-down schedule and the power system is a hybrid-electric powertrain.

4. The controller of claim 3, wherein an engine-pull-up-down schedule for the unoccupied status has less hysteresis between starting and stopping an internal-combustion engine than an engine-pull-up-down schedule for the back-seat-only-occupied status, and the engine-pull-up-down schedule for the back-seat-only-occupied status has less hysteresis between starting and stopping an internal-combustion engine than an engine-pull-up-down schedule for the driver-seat-occupied status.

5. The controller of claim 2, wherein the operating parameter is a regenerative-braking schedule and the power system is a regenerative-braking system including regenerative brakes and friction brakes.

6. The controller of claim 5, wherein a regenerative-braking schedule for the unoccupied status has a ratio of regenerative braking to friction braking that is no less than, and under at least some vehicle conditions greater than, a regenerative-braking schedule for the back-seat-only-occupied status;

and the regenerative-braking schedule for the back-seat-only-occupied status has a ratio of regenerative braking to friction braking that is no less than, and under at least some vehicle conditions greater than, a regenerative-braking schedule for the driver-seat-occupied status.

7. The controller of claim 2, wherein the operating parameter is a transmission schedule and the power system is a transmission, and a transmission schedule for the unoccupied status has narrower hysteresis between upshifting to each forward gear and downshifting from each respective forward gear than a transmission schedule for the back-seat-only-occupied status, and the transmission schedule for the back-seat-only-occupied status has narrower hysteresis between upshifting to each forward gear and downshifting from each respective forward gear than a transmission schedule for the driver-seat-occupied status.

8. The controller of claim 2, wherein the operating parameter is a transmission schedule and the power system is a hybrid-electric powertrain including a transmission and having a state of charge, and a transmission schedule for the unoccupied status has additional shifts at steady pedal based on the state of charge than a transmission schedule for the back-seat-only-occupied status, and the transmission schedule for the back-seat-only-occupied status has additional shifts at steady pedal based on the state of charge than a transmission schedule for the driver-seat-occupied status.

9. A method of controlling a hybrid-electric vehicle comprising:

detecting an occupancy status of the vehicle;

setting an operating parameter for a power system of the hybrid-electric vehicle based on the occupancy status; and

controlling the power system to operate in accordance with the parameter.

10. The method of claim 9, wherein the occupancy status is one of at least a driver-seat-occupied status, a back-seat-only-occupied status, and an unoccupied status.

11. The method of claim 10, wherein the operating parameter is an engine-pull-up-down schedule and the power system is a hybrid-electric powertrain.

12. The method of claim 11, wherein an engine-pull-up-down schedule for the unoccupied status has less hysteresis between starting and stopping an internal-combustion engine than an engine-pull-up-down schedule for the back-seat-only-occupied status, and the engine-pull-up-down schedule for the back-seat-only-occupied status has less hysteresis between starting and stopping an internal-combustion engine than an engine-pull-up-down schedule for the driver-seat-occupied status.

13. The method of claim 10, wherein the operating parameter is a regenerative-braking schedule and the power system is a regenerative-braking system including regenerative brakes and friction brakes.

14. The method of claim 13, wherein a regenerative-braking schedule for the unoccupied status has a ratio of regenerative braking to friction braking that is no less than, and under at least some vehicle conditions greater than, a regenerative-braking schedule for the back-seat-only-occupied status;

and the regenerative-braking schedule for the back-seat-only-occupied status has a ratio of regenerative braking to friction braking that is no less than, and under at least some vehicle conditions greater than, a regenerative-braking schedule for the driver-seat-occupied status.

15. The method of claim 10, wherein the operating parameter is a transmission schedule and the power system is a transmission, and a transmission schedule for the unoccupied status has narrower hysteresis between upshifting to each forward gear and downshifting from each respective forward gear than a transmission schedule for the back-seat-only-occupied status, and the transmission schedule for the back-seat-only-occupied status has narrower hysteresis between upshifting to each forward gear and downshifting from each respective forward gear than a transmission schedule for the driver-seat-occupied status.

16. The method of claim 10, wherein the operating parameter is a transmission schedule and the power system is a hybrid-electric powertrain including a transmission and having a state of charge, and a transmission schedule for the unoccupied status has additional shifts at steady pedal based on the state of charge than a transmission schedule for the back-seat-only-occupied status, and the transmission schedule for the back-seat-only-occupied status has additional shifts at steady pedal based on the state of charge than a transmission schedule for the driver-seat-occupied status.

17. A hybrid-electric vehicle comprising:

a power system;

a controller communicatively coupled to the power system;

a driver seat, a passenger seat, and a back seat coupled to the power system; and

sensors configured to detect occupancy of the driver, passenger, and back seats and in communication with the controller;

wherein

the controller is programmed to receive occupancy data from the sensors, determine an occupancy status based on the occupancy data, set an operating parameter for the power system based on the occupancy status, and control the power system in accordance with the parameter.

18. The vehicle of claim 17, wherein the controller is further programmed to determine the occupancy status as a driver-seat-occupied status if the occupancy data indicates that the driver seat is occupied, as a back-seat-only-occupied status if the occupancy data indicates that the driver and passenger seats are unoccupied and the back seat is occupied, and as an unoccupied status if the occupancy data indicates that the seats are unoccupied.

19. The vehicle of claim 18, wherein the operating parameter is an engine-pull-up-down schedule and the power system is a hybrid-electric powertrain, and an engine-pull-up-down schedule for the unoccupied status has less hysteresis between starting and stopping an internal-combustion engine than an engine-pull-up-down schedule for the back-seat-only-occupied status, and the engine-pull-up-down schedule for the back-seat-only-occupied status has less hysteresis between starting and stopping an internal-combustion engine than an engine-pull-up-down schedule for the driver-seat-occupied status.

20. The vehicle of claim 18, wherein the operating parameter is a regenerative-braking schedule and the power system is a regenerative-braking system including regenerative brakes and friction brakes, and a regenerative-braking schedule for the unoccupied status has a ratio of regenerative braking to friction braking that is no less than, and under at least some vehicle conditions greater than, a regenerative-braking schedule for the back-seat-only-occupied status;

and the regenerative-braking schedule for the back-seat-only-occupied status has a ratio of regenerative braking to friction braking that is no less than, and under at least some vehicle conditions greater than, a regenerative-braking schedule for the driver-seat-occupied status.