SELECTABLE DRIVING MODES

• US 20110307130A1
• Filed: 05/10/2011
• Published: 12/15/2011
• Est. Priority Date: 05/13/2010
• Status: Abandoned Application

• Current Assignee: CODA Energy Holdings, LLC (Exergonix, Inc.)
• Original Assignee: Coda Automotive, Inc.
• Inventors: Gow, Philippe Hart, TenHouten, Broc William, TenHouten, David Brian
• Application Number:
  US13/104,412
• Publication Number:
  US 20110307130A1
• Time in Patent Office: Days
• US Class Current: 701/22
• CPC Class Codes: B60G 17/0195 characterised by the regulation being combined with other vehicle control systems conjoint control of vehicle sub-units including control of suspension systems B60W10/22
• CPC Class Codes: B60G 17/06 Characteristics of dampers , e.g. mechanical dampersB60G17/015 takes precedence
• CPC Class Codes: B60G 2500/10 Damping action or damper
• CPC Class Codes: B60L 1/003 to auxiliary motors, e.g. for pumps, compressors
• CPC Class Codes: B60L 15/2009 for braking
• CPC Class Codes: B60L 15/2045 for optimising the use of energy
• CPC Class Codes: B60L 2240/12 Speed
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2250/16 by display
• CPC Class Codes: B60L 2250/18 by enquiring driving style
• CPC Class Codes: B60L 2250/26 by pedal actuation
• CPC Class Codes: B60L 2260/24 Coasting mode
• CPC Class Codes: B60L 3/102 of individual wheels
• CPC Class Codes: B60L 3/108 whilst braking, i.e. ABS
• CPC Class Codes: B60L 50/52 characterised by DC-motors
• CPC Class Codes: B60L 7/12 for vehicles propelled by dc motors
• CPC Class Codes: B60T 1/10 by utilising wheel movement for accumulating energy, e.g. driving air compressors
• CPC Class Codes: B60T 2270/602 ABS features related thereto
• CPC Class Codes: B60T 2270/604 Merging friction therewith; Adjusting their repartition
• CPC Class Codes: B60T 2270/613 : ESP features related thereto
• CPC Class Codes: B60W 2050/0066 : using buttons or a keyboard connected to the on-board processor
• CPC Class Codes: B60W 2050/0075 : Automatic parameter input, automatic initialising or calibrating means
• CPC Class Codes: B60W 2556/10 : Historical data
• CPC Class Codes: B60W 30/18127 : Regenerative braking
• CPC Class Codes: B60W 50/082 : Selecting or switching between different modes of propelling
• CPC Class Codes: B62D 6/007 : adjustable by the driver, e.g. sport mode
• CPC Class Codes: Y02T 10/64 : Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 : Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/72 : Electric energy management in electromobility

Abstract

Electric vehicle driving modes and methods of use thereof are described. A vehicle includes a driving mode selection unit. The driving mode selection unit can be used to select a particular driving mode from amongst a plurality of driving modes. A vehicle may be capable of using more energy in a first driving mode than in a second driving mode. A driving mode may comprise at least three vehicle system operating profiles comprising at least three of motor torque curve profile, regenerative braking level profile, electronic power steering profile, electronic stability control profile, antilock braking system profile, and top speed.

Claims

1. A vehicle, comprising:

a driving mode selection unit; and

a plurality of driving modes, each associated with at least three vehicle system operating profiles, wherein;

a driving mode is operable based on input from the driving mode selection unit, and

each of the at least three vehicle system operating profiles comprises one of a torque command curve, regeneration braking level, steering assist level, stability control operation, antilock braking operation, and top speed of the vehicle.

2. The vehicle of claim 1, wherein the driving mode selection unit is manually selectable to select a driving mode.

3. The vehicle of claim 1, wherein the driving mode selection unit is automatically able to select a driving mode.

4. The vehicle of claim 1, further comprising a first driving mode and a second driving mode, wherein the first driving mode comprises a first electronic power steering profile and the second driving mode comprises a second electronic power steering profile, the first electronic power steering profile being different from the second electronic power steering profile.

5. The vehicle of claim 1, further comprising a first driving mode and a second driving mode, wherein the at least three operating profiles of the first driving mode are different from a corresponding three operating profiles of the second driving mode.

6. The vehicle of claim 1, wherein the vehicle is capable of achieving a substantially higher rate of acceleration when operating in a first driving mode in comparison to operating in a second driving mode.

7. The vehicle of claim 4, further comprising a third driving mode, wherein the third driving mode comprises a third electronic power steering profile, wherein the third electronic power steering profile is different from the first electronic power steering profile and the second electronic power steering profile.

8. The vehicle of claim 7, wherein the third electronic power steering profile is based on average driver preference.

9. The vehicle of claim 4, wherein the first electronic power steering profile is configured for road feedback and increased on center feel.

10. The vehicle of claim 4, wherein the second electronic power steering profile is based on minimum power assist.

11. The vehicle of claim 1, further comprising a first driving mode comprising a first motor torque command curve profile and a second driving mode comprising a second motor torque command curve profile, wherein the first motor torque command curve profile is different from the second motor torque command curve profile.

12. The vehicle of claim 1, further comprising a first driving mode comprising a first regenerative braking profile and a second driving mode comprising a second regenerative braking profile, wherein the first regenerative braking profile is different from the second regenerative braking profile.

13. The vehicle of claim 1, further comprising a first driving mode comprising a first antilock braking system profile and a second driving mode comprising a second antilock braking system profile, wherein the first antilock braking system profile is different from the second antilock braking system profile.

14. The vehicle of claim 1, further comprising a first driving mode comprising a first HVAC profile and a second driving mode comprising a second HVAC profile, wherein the first HVAC profile is different from the second HVAC profile.

15. The vehicle of claim 1, further comprising a first driving mode comprising a first suspension damping profile and a second driving mode comprising a second suspension damping profile, wherein the first suspension damping profile is different from the second suspension damping profile.

16. The vehicle of claim 1, further comprising a first driving mode comprising a first ride height profile and a second driving mode comprising a second ride height profile, wherein the first ride height profile is different from the second ride height profile.

17. The vehicle of claim 1, further comprising a first driving mode comprising a first spring constant profile and a second driving mode comprising a second spring constant profile, wherein the first spring constant profile is different from the second spring constant profile.

18. The vehicle of claim 1, further comprising logic that calculates a carbon footprint calculation for a period of operation of the vehicle and a display for displaying the carbon footprint calculation.

19. The vehicle of claim 18, wherein the carbon footprint calculation is expressed as a numerical score.

20. The vehicle of claim 1, further comprising logic that calculates an average cost per mile driven.

21. The vehicle of claim 1, further comprising logic that calculates an essentially instantaneous cost per mile driven.

22. The vehicle of claim 1, further comprising logic that calculates a value corresponding to the average amount of energy used per mile driven.

23. The vehicle of claim 22, wherein the value corresponding to the average amount of energy used per mile driven is converted to a value corresponding to an amount of petroleum-based fuel that would have been consumed by an internal combustion engine to power the vehicle.

24. The vehicle of claim 1, further comprising logic that calculates an essentially instantaneous amount of energy used per mile driven.

25. The vehicle of claim 1, further comprising a first driving mode and a second driving mode, wherein the first driving mode comprises a first electronic power steering profile and a first electric motor torque command curve and the second driving mode comprises a second electronic power steering profile and a second electric motor torque command curve, wherein the first electronic power steering profile is different from the second electronic power steering profile, wherein the first electric motor torque command curve is different from the second electric motor torque command curve.

26. The vehicle of claim 25, further comprising a third driving mode, wherein the third driving mode comprises a third electric motor torque command curve profile, wherein the third electric motor torque command curve profile is different from the first electric motor torque command curve profile and the second electric motor torque command curve profile.

27. The vehicle of claim 26, wherein the third electric motor torque command curve profile is based on average driver preference.

28. The vehicle of claim 11, wherein the first electric motor torque command curve profile is configured for aggressive driving.

29. The vehicle of claim 11, wherein the second electric motor torque command curve configured for moderate driving.

30. The vehicle of claim 1, further comprising a first driving mode and a second driving mode, wherein the first driving mode comprises a first electronic stability control profile and a first antilock braking system profile, wherein the first electronic stability control profile and the first antilock braking system profile are matched relative to each other for essentially optimal operation.

31. The vehicle of claim 30, wherein the essentially optimal operation is configured for essentially optimal vehicle performance.

32. The vehicle of claim 30, wherein the essentially optimal operation is configured for essentially optimal vehicle energy efficiency.

33. A vehicle, comprising:

a driving mode selection unit; and

a plurality of driving modes, each mode being selectable by the driver, comprising a first driving mode and a second driving mode, wherein;

the first driving mode comprises a first motor torque command curve profile, a first regenerative braking profile, a first electronic power steering profile, a first electronic stability control profile, a first antilock braking profile, and a first top speed;

the second driving mode comprises a second motor torque command curve profile, a second regenerative braking profile, a second electronic power steering profile, a second electronic stability control profile, a second antilock braking profile, and a second top speed; and

at least three of the first profiles are different from the corresponding second profiles.

34. The vehicle of claim 33, further comprising a third driving mode, wherein the third driving mode comprises a third motor torque command curve profile, a third regenerative braking profile, a third electronic power steering profile, a third electronic stability control profile, a third antilock braking profile, and a third top speed, wherein each of the third driving mode profiles are different from each of the first driving mode profiles and the second driving mode profiles.

35. The vehicle of claim 33, wherein the first motor torque command curve profile is an aggressive motor torque command curve profile.

36. The vehicle of claim 33, wherein the first regenerative braking profile is a moderate regenerative braking profile.

37. The vehicle of claim 33, wherein the first electronic power steering profile is configured for road feedback and increased on center feel.

38. The vehicle of claim 33, wherein the third motor torque command curve is a moderate motor torque command curve profile.

39. The vehicle of claim 33, wherein the third regenerative braking profile is a moderate regenerative braking profile.

40. The vehicle of claim 33, wherein the third electronic power steering profile is based on average driver preference.

41. The vehicle of claim 33, wherein the second motor torque curve is a limited motor torque command curve profile.

42. The vehicle of claim 33, wherein the second regenerative braking profile is an aggressive regenerative braking profile.

43. The vehicle of claim 33, wherein the second electronic power steering profile is based on minimum safe power assist.

44. The vehicle of claim 33, further comprising logic that calculates a carbon footprint calculation for a period of operation of the vehicle and a display for displaying the carbon footprint calculation.

45. The vehicle of claim 44, wherein the carbon footprint calculation is expressed as a numerical score.

46. The vehicle of claim 33, further comprising logic that calculates the average cost per mile driven.

47. The vehicle of claim 33, further comprising logic that calculates an essentially instantaneous cost per mile driven.

48. The vehicle of claim 33, further comprising logic that calculates a value corresponding to the average amount of energy used per mile driven.

49. The vehicle of claim 48, wherein the value corresponding to the average amount of energy used per mile driven is converted to a value corresponding to an amount of petroleum-based fuel that would have been consumed by an internal combustion engine to power the vehicle.

50. The vehicle of claim 33, further comprising logic that calculates an essentially instantaneous amount of energy used per mile driven.