Apparatus and method for maintaining state of charge in vehicle operations

• US 6,484,833 B1
• Filed: 03/17/2000
• Issued: 11/26/2002
• Est. Priority Date: 03/17/2000
• Status: Expired due to Term

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: General Motors Corporation (Motors Liquidation Co. GUC Trust)
• Inventors: Kidston, Kevin S., Morris, Robert L., Chhaya, Sunil M.
• Primary Examiner(s): Olszewski, Robert P.
• Assistant Examiner(s): McClellan, James S.
• Application Number:
  US09/527,704
• Time in Patent Office: 984 Days
• Field of Search: 180/65.1, 180/65.2, 180/65.3, 180/65.4
• US Class Current: 180/65.225
• CPC Class Codes: B60K 1/02 comprising more than one electric motor
• CPC Class Codes: B60K 17/356 having fluid or electric motor, for driving one or more wheels disposition of motor in, or adjacent to, traction wheel B60K7/00
• CPC Class Codes: B60K 6/44 Series-parallel type
• CPC Class Codes: B60K 6/52 Driving a plurality of drive axles, e.g. four-wheel drive
• CPC Class Codes: B60K 6/547 the transmission being a stepped gearing
• CPC Class Codes: B60L 15/2045 for optimising the use of energy
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/443 Torque
• CPC Class Codes: B60L 2260/28 Four wheel or all wheel drive
• CPC Class Codes: B60L 50/61 by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
• 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 10/10 including control of change-speed gearings
• CPC Class Codes: B60W 10/26 for electrical energy, e.g. batteries or capacitors
• CPC Class Codes: B60W 10/30 including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
• 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 20/13 in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
• CPC Class Codes: B60W 2510/244 Charge state
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• 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 10/7072 : Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 : Electric energy management in electromobility
• CPC Class Codes: Y10S 903/916 : with plurality of drive axles
• CPC Class Codes: Y10S 903/919 : Stepped shift
• CPC Class Codes: Y10S 903/945 : Characterized by control of gearing, e.g. control of transmission ratio

Abstract

A propulsion system for use in a hybrid vehicle, wherein a first propulsion system provides a driving force to a first pair of wheels and a second propulsion system provides a driving force to a second pair of wheels. A system controller actuates the propulsion systems determines the necessary commands to be provided to the first and second propulsion systems so as to provide the vehicle with the most efficient driving and/or stopping force.

Claims

1. A hybrid vehicle having a state of charge control system for the hybrid vehicle'"'"'s energy source, comprising:

a) a first propulsion system being configured and positioned to provide a driving force to a first pair of wheels;

b) a second propulsion system being configured and positioned to provide a driving force to a second pair of wheels;

c) a second propulsion system controller for actuating said second propulsion system; and

d) a system controller for actuating said first propulsion system and providing command request to said second propulsion control system, said system controller utilizes a control algorithm for determining the necessary commands to be provided to said first and second propulsion systems so as to provide said hybrid vehicle with a continuous driving force, said control algorithm utilizes an input of the current state of charge of an electrical source for determining the necessary commands,

said control algorithm determining if said input is greater than a first value if so, said control algorithm instructs said first propulsion system to provide said driving force to said first pair of wheels via said power supplied from said electrical source in response to a driver'"'"'s request and all other vehicle systems are also powered by said electrical source;

if said input is less than said first value and greater than a second value, then said control algorithm instructs said second propulsion system to provide a supplemental electrical charge to said electrical source and supply light acceleration and cruising powered demands of said vehicle;

if said input is less than said second value and greater than a third value then said control algorithm instructs said second propulsion system to provide a supplemental electrical charge to said electrical source and said second propulsion system provides heavy acceleration power demands of said vehicle;

if said input is less than said third value and greater than a fourth value, then said control algorithm instructs said second propulsion system to continuously charge said electrical source; and

if said input is less than said the fourth value then said control algorithm disconnects all non-essential electrical loads from electrical source.

2. The hybrid vehicle as in claim 1, wherein said second propulsion system comprises:

e) an internal combustion engine providing a driving force to an automated manual transmission having an input shaft and an output shaft, said output shaft being configured, dimensioned and positioned to provide a driving force to said second set of wheels.

3. The hybrid vehicle as in claim 2, further comprising:

f) a motor/generator system being coupled to said input shaft at a first position and said input shaft being coupled to said internal combustion engine at a second position, said second position being remote from said first position, said motor/generator system is configured to provide a driving force to said input shaft or in the alternative receive a driving force from said input shaft.

4. The hybrid vehicle as in claim 3, wherein said motor/generator system provides a torque force to said input shaft in order to facilitate the shifting of said transmission without decoupling said input shaft from said internal combustion engine.

5. The hybrid vehicle as in claim 3, wherein said motor/generator system generates said electrical charge to be utilized by said hybrid vehicle.

6. The hybrid vehicle as in claim 3, wherein said system controller utilizes a computer algorithm in order to determine the torque force to be applied to said input shaft in order to facilitate the shifting of said transmission.

7. The hybrid vehicle as in claim 1, wherein said first value is equal to eighty percent state of charge of said electrical source and said second value is equal to seventy percent state of charge of said electrical source and said third value is equal to fifty five percent state of charge of said electrical source and said fourth value it is equal to forty percent of said state of charge of said electrical source.

8. A vehicle having a state of charge control system for the vehicle'"'"'s energy source, omprising:

a first drivetrain for providing a driving force to a pair wheels of said vehicle;

a second drivetrain for providing a driving force to a second pair of wheels of said vehicle;

a controller for determining which of said drivetrains are to be used to provide a driving force to said vehicle in response to a user applied or command request, said controller receiving an input of the current state of charge of an electrical source and said input determines, in part, which of said drivetrains are to be used if said state of charge is greater than eighty percent of the capacity of said electrical source, said electrical source is used exclusively to supply propulsion to said vehicle and power said vehicle'"'"'s climate control systems, wherein said eighty percent of the capacity of said electrical source is defined as a first value and if said input is less than said first value and greater than a second value, said second value being-less than said first value then said control algorithm instructs said second propulsion system to provide a supplemental electrical charge to said electrical source and supply high acceleration and cruising powered demands of said vehicle;

if said input is less than said second value and greater than a third value, said third value being less than said second value then said control algorithm instructs said second propulsion system to provide a supplemental electrical charge to said electrical source and said second propulsion system provides heavy acceleration power demands of said vehicle;

if said input is less than said third value and greater than a fourth value, said fourth value being less than said third value then said control algorithm instructs said second propulsion system to continuously charge said electrical source; and

if said input is less than said the fourth value then said control algorithm disconnects all non-essential electrical loads from electrical source.

9. A vehicle as in claim 8, wherein said first drivetrain is electrically powered.

10. A vehicle as in claim 9, wherein said second drivetrain is powered by an internal combustion engine, said second drivetrain is configured to also receive a driving force from an electrically powered motor, said electrically powered motor receiving energy from said electrical source.

11. A vehicle as in claim 10, wherein said controller utilizes a control algorithm which receives an input of the current state of charge of said electrical source, said algorithm based upon said input value determines the proportionate amount of energy to be supplied by said drivetrains if said state of charge is greater than eighty percent of the capacity of said electrical source said electrical source is used exclusively to supply propulsion to said vehicle and powers said vehicle'"'"'s climate control systems.

12. A vehicle as in claim 11, wherein said second drivetrain includes a motor/generator that is configured to provide a secondary electrical source.

13. A vehicle as in claim 12, wherein said algorithm determines the proportionate amount of said secondary electrical source is to be diverted to recharge said electrical source.

14. The vehicle as in claim 8, wherein said first value is equal to eighty percent state of charge of said electrical source and said second value is equal to seventy percent state of charge of said electrical source and said third value is equal to fifty five percent state of charge of said electrical source and said fourth value it is equal to forty percent of said state of charge of said electrical source.