CONTROL STRATEGY TO ALTER AVAILABLE WHEEL POWER IN A VEHICLE

• US 20140277873A1
• Filed: 03/15/2013
• Published: 09/18/2014
• Est. Priority Date: 03/15/2013
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Hartl, Derek, Kuang, Ming Lang, Nefcy, Bernard D.
• Granted Patent: US 9,156,470 B2
• Time in Patent Office: Days
• US Class Current: 701/22
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• 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 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/15 Control strategies specially adapted for achieving a particular effect
• 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 2554/00 Input parameters relating to objects
• CPC Class Codes: B60W 30/08 Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y10S 903/947 Characterized by control of braking, e.g. blending of regeneration, friction braking

Abstract

A hybrid electric vehicle includes an engine and an electric machine for providing propulsion forces to wheels of the vehicle. In an electric-only propulsion mode, the engine is disabled and the electric machine acts as the power source for the wheels. In a hybrid propulsion mode, the engine is activated to act as an additional power source for the wheels. At least one controller along with a plurality of sensors and positional information devices activate an active safety control signal in response to objects surrounding the vehicle that pose a threat to a potential collision event. In response to the active safety control signal, the engine can be either automatically started or stopped to provide additional available power or a reduced available power, respectively.

Claims

1. A hybrid electric vehicle comprising:

an engine drivably connected to wheels;

an electric machine drivably connected to the wheels; and

at least one controller configured to (i) command tractive wheel power from the electric machine while the engine is disabled in an electric-only propulsion mode, and (ii) activate the engine in response to an active safety control signal in a collision avoidance system to activate a hybrid propulsion mode.

2. The vehicle of claim 1, wherein the at least one controller is further configured to inhibit a commanded tractive power from increasing above a first available power limit when the engine is disabled, and wherein activating the engine enables the commanded tractive power to increase above first available power limit in response to the active safety control signal.

3. The vehicle of claim 2, wherein the at least one controller is further configured to enable the commanded tractive power to increase to a second available power limit when the active safety control signal is ON, wherein the second available power limit is greater than the first available power limit.

4. The vehicle of claim 2, wherein the at least one controller is further configured to, based upon the active safety control signal being ON and the engine being activated, inhibit the engine from disabling when a demanded wheel power and the commanded tractive power each decrease below the first available power limit.

5. A hybrid electric vehicle comprising:

an engine for providing power to wheels;

an electric machine for providing power to the wheels; and

at least one controller configured to (i) command tractive power to the wheels from the electric machine and from the engine in a hybrid propulsion mode, and (ii) disable the engine and command an electric-only propulsion mode in response to an active safety control signal indicating a possible upcoming collision event.

6. The vehicle of claim 5, wherein the at least one controller is further configured to (i) command a commanded wheel power to increase toward a first available power limit when the engine is enabled in the hybrid propulsion mode, and (ii) reduce available tractive power at the wheels to a second available power limit less than the first available power limit in response to the active safety control signal.

7. The vehicle of claim 6, wherein the at least one controller is further configured to reduce the commanded wheel power to the second available power limit.

8. The vehicle of claim 6, wherein the at least one controller is further configured to, subsequent to the disabling of the engine, inhibit the engine from activating based upon the active safety control signal being ON.

9. The vehicle of claim 8, wherein the at least one controller is further configured to inhibit the engine from activating when a demanded power increases above the available power at the second limit.

10. The vehicle of claim 6, wherein the active safety control signal is activated in response to a change in distance between the vehicle and an object generally in front of the vehicle.

11. A method of controlling power in a hybrid electric vehicle, comprising:

at least one of stopping and starting an engine in response to an active safety control signal in a collision avoidance system.

12. The method of claim 11, wherein the at least one of starting and stopping is defined by starting the engine such that additional available wheel power is provided in response to the active safety control signal.

13. The method of claim 11, wherein the at least one of starting and stopping is defined by stopping the engine to reduce available wheel power.

14. The method of claim 11, further comprising

limiting tractive power to wheels from a high voltage battery with the engine deactivated to a first available power limit, and

wherein the at least one of stopping and starting comprises starting the engine in response to the active safety control signal such that available tractive power at the wheels is limited to a second available power limit greater than the first available power limit.

15. The method of claim 14, further comprising altering a rate of change of a commanded wheel power based upon the starting of the engine.

16. The method of claim 15 further comprising, based upon the active safety control signal being ON, inhibiting stopping of the engine when a demanded wheel power and the commanded wheel power each decrease below the first available power limit.

17. The method of claim 11, wherein the active safety control signal comprises a lane departure warning signal such that the at least one of stopping and starting an engine is in response to a lane departure warning signal.

18. The method of claim 11, wherein the active safety control signal is activated in response to a distance between the vehicle and an object generally in front of the vehicle being below a threshold.

19. The method of claim 11, further comprising disabling at least some auxiliary loads in response to the active safety control signal.