METHOD FOR OPERATING A HYBRID VEHICLE

• US 20120209463A1
• Filed: 02/15/2011
• Published: 08/16/2012
• Est. Priority Date: 02/15/2011
• Status: Active Grant

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations LLC (General Motors Company)
• Inventors: Gibbs, James C., Laws, Larry D., Weishuhn, Keith W., Blanchard, John P., Dietrich, Kevin A.
• Granted Patent: US 9,352,739 B2
• Time in Patent Office: Days
• US Class Current: 701/22
• CPC Class Codes: B60K 6/46 Series type
• CPC Class Codes: B60L 58/12 responding to state of charge [SoC]
• 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 10/26 for electrical energy, e.g. batteries or capacitors
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/40 Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers power-up or power-down of the driveline B60W30/192
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 50/087 where the control system corrects or modifies a request from the driver
• CPC Class Codes: Y02T 10/40 Engine management systems
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries

Abstract

A method for operating a hybrid vehicle, particularly one that includes both a primary and an auxiliary power source. According to one exemplary embodiment, the method seeks to decouple or disassociate a driver'"'"'s engagement of an accelerator pedal with activation of an auxiliary power source, such as an internal combustion engine. This way, if the driver aggressively engages the accelerator pedal while the hybrid vehicle is being propelled by a battery and an electrical motor, the method will delay activation of the internal combustion engine so that the two events do not appear to be linked or connected to one another. Delaying activation of the internal combustion engine while the electric motor is under a heavy stress load may also improve the drive quality of the hybrid vehicle.

Claims

1. A method for operating a hybrid vehicle having a primary power source and an auxiliary power source, comprising the steps of:

(a) receiving a propulsion request while the primary power source is activated and the auxiliary power source is not activated;

(b) predicting if the auxiliary power source will be activated in response to the propulsion request; and

(c) if step (b) predicts that the auxiliary power source will be activated in response to the propulsion request, then delaying activation of the auxiliary power source so that there is a decoupling between the propulsion request and activation of the auxiliary power source.

2. The method of claim 1, wherein step (a) further comprises receiving a propulsion request from an accelerator pedal sensor, and the propulsion request is representative of a torque being manually requested by the driver.

3. The method of claim 1, wherein step (a) further comprises receiving a propulsion request from an electronic module in the vehicle, and the propulsion request is representative of a torque being automatically requested by the electronic module.

4. The method of claim 1, wherein step (b) further comprises predicting if the auxiliary power source will be activated by extracting a requested torque from the propulsion request and comparing the requested torque to a torque threshold.

5. The method of claim 1, wherein step (c) further comprises determining a power train load that is representative of a mechanical stress that is in the power train of the hybrid vehicle and is associated with operation of the primary power source.

6. The method of claim 5, wherein the primary power source is an electric motor used for vehicle propulsion and the power train load is calculated using at least one of the voltage or the current that is provided to the electric motor.

7. The method of claim 5, wherein step (c) further comprises comparing the power train load to a load threshold, and if the power train load does not exceed the load threshold then continuing to delay activation of the auxiliary power source, and if the power train load does exceed the load threshold then determining at least one battery condition.

8. The method of claim 7, wherein step (c) further comprises comparing the at least one battery condition to a battery threshold, and if the battery condition exceeds the threshold then continuing to delay activation of the auxiliary power source, and if the battery condition does not exceed the battery threshold then activating the auxiliary power source.

9. The method of claim 8, wherein the at least one battery condition is a state-of-charge (SOC) and the battery threshold is a lower SOC limit minus a predetermined percentage.

10. The method of claim 1, wherein the primary power source is an electric motor that is driven by a high-voltage battery and the auxiliary power source is an internal combustion engine that drives an electric generator.

11. A method for operating a hybrid vehicle having a primary power source that includes an electric motor and an auxiliary power source that includes an internal combustion engine, comprising the steps of:

(a) receiving a propulsion request from an accelerator pedal sensor;

(b) using the propulsion request to determine if the internal combustion engine will be turned ‘

on’

; and

(c) if step (b) determines that the internal combustion engine is to be turned ‘

on’

, then lowering a desired state-of-charge (SOC) range for a battery instead of immediately turning ‘

on’

the internal combustion engine.