Methods of operating a parallel hybrid vehicle having an internal combustion engine and a secondary power source

• US 6,998,727 B2
• Filed: 03/10/2003
• Issued: 02/14/2006
• Est. Priority Date: 03/10/2003
• Status: Expired due to Fees

• Current Assignee: Government of United States of America, As Represented by the Administrator of the U.S. Environmental Protection Agency
• Original Assignee: United States Environmental Protection Agency
• Inventors: Gray, Charles L. Jr.
• Primary Examiner(s): Schuberg, Darren
• Assistant Examiner(s): Cuevas, Pedro J.
• Application Number:
  US10/386,029
• Publication Number:
  US 20040178635A1
• Time in Patent Office: 1,072 Days
• Field of Search: 290/40.A, 290/40.C, 290/51
• US Class Current: 290/40.00C
• CPC Class Codes: B60K 6/10 by means of a chargeable mechanical accumulator, e.g. flywheel
• CPC Class Codes: B60K 6/12 by means of a chargeable fluidic accumulator
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60L 2240/12 Speed
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 58/10 for monitoring or controlling batteries
• CPC Class Codes: B60L 7/16 for vehicles comprising converters between the power source and the motor
• CPC Class Codes: B60T 1/10 by utilising wheel movement for accumulating energy, e.g. driving air compressors
• 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 20/10 Controlling the power contribution of each of the prime movers to meet required power demand
• CPC Class Codes: B60W 2510/0604 Throttle position
• CPC Class Codes: B60W 2510/244 Charge state
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2720/106 Longitudinal acceleration
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• 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

Abstract

The invention is directed toward methods for operating a parallel hybrid vehicle in a manner that responds to the operator'"'"'s demand for power output, while maximizing engine efficiency and minimizing disruptions in vehicle drivability. According to principles of the present invention, when the driver of a hybrid vehicle makes a demand for power output immediately after a braking event, the power provided to meet the initial demand is from either an ICE or a secondary power source. Which power source is used, and when it is engaged and disengaged, depends on various vehicle operating conditions. Also, the ICE is selectively turned off and on in response to various operating conditions.

Claims

1. A method of operating a hybrid vehicle comprising:

monitoring a braking event;

monitoring an amount of available energy stored within an energy storage device to power a secondary power source;

determining if the braking event indicates an intent to stop the vehicle;

turning an ICE off when the braking event indicates an intent to stop the vehicle and the available energy to power the secondary power source is above a second threshold;

detecting a demand for power output following the braking event;

utilizing the amount of available energy to initially power the secondary power source and thereby propel the vehicle in response to the demand for power output if the available energy is above a first threshold;

utilizing power provided by the ICE to continue meeting the demand for power output when the secondary power source is initially used and the amount of available energy is subsequently depleted; and

utilizing power provided by the ICE, instead of the secondary power source, to propel the vehicle in response to the demand for power output when the available energy is not above the first threshold.

2. The method according to claim 1 further comprising:

restarting the ICE as soon as a command to brake the vehicle ceases to exist.

3. The method according to claim 1 further comprising:

restarting the ICE when the available energy is just enough to provide a specified level of acceleration to the vehicle, through the secondary power source, for a specified amount of time.

4. The method according to claim 1 further comprising:

restarting the ICE when the demand for power output corresponds to a command to accelerate the vehicle above a predetermined acceleration rate.

5. The method according to claim 1 wherein the second threshold is sufficient to provide a first specified level of vehicle acceleration for a specified amount of time.

6. The method according to claim 5 further comprising:

restarting the ICE when the available energy is just enough to provide a second specified level of acceleration to the vehicle, through the secondary power source, for a specified amount of time.

7. The method according to claim 1 further comprising:

turning the ICE off when the demand for power output terminates and the available energy to power the secondary power source is sufficient to provide a first specified level of vehicle acceleration for a specified amount of time.

8. The method according to claim 7 further comprising:

restarting the ICE when the available energy is just enough to provide a second specified level of acceleration to the vehicle, through the secondary power source, for a specified amount of time.

9. The method according to claim 7 further comprising:

restarting the ICE when the demand for power output corresponds to a command to accelerate the vehicle above a predetermined acceleration rate.

10. The method according to claim 1 further comprising:

monitoring the amount of available energy; and

comparing the amount of available energy to a table of pre-established torque and pre-established acceleration values to determine whether the amount of available energy is sufficient to provide a specified level of vehicle torque, or sufficient to provide a specified level of vehicle acceleration for a specified amount of time.

11. The method according to claim 10 wherein the amount of available energy is a unit of electric energy.

12. The method according to claim 10 wherein the amount of available energy is a unit of hydraulic pressure.

13. A method of operating a hybrid vehicle having primary and secondary power sources comprising:

utilizing power provided by the primary power source to propel the vehicle;

monitoring an amount of reserve energy stored within the energy storage device;

determining when a demand for additional power output will result in a transmission downshift event; and

utilizing the amount of reserve energy to power the secondary power source and provide supplemental power to the primary power source in order to reduce or eliminate momentary disruptions in power that would otherwise occur during the downshift event.

14. The method according to claim 13 further comprising powering the vehicle by both the primary and secondary power sources until the demand for additional ICE power output is terminated or the amount of reserve energy is depleted.

15. A method of operating a hybrid vehicle comprising:

monitoring a braking event;

determining if the braking event indicates an intent to stop the vehicle;

monitoring an amount of available energy stored within an energy storage device to power a secondary power source;

detecting a demand for power output following the braking event;

utilizing the amount of available energy to initially power the secondary power source and thereby propel the vehicle in response to the demand for power output if the braking event indicates an intent to stop the vehicle;

utilizing power provided by an ICE to continue meeting the demand for power output when the secondary power source is initially used and the amount of available energy is subsequently depleted; and

utilizing power provided by the ICE, instead of the secondary power source, to propel the vehicle in response to the demand for power output when the braking event does not indicate an intent to stop the vehicle.

16. The method according to claim 15 further comprising:

turning the ICE off when the braking event indicates an intent to stop the vehicle and the available energy to power the secondary power source is above a selected level.

17. The method according to claim 16 further comprising:

restarting the ICE as soon as a command to brake the vehicle ceases to exist.

18. The method according to claim 16 further comprising:

restarting the ICE when the available energy is just enough to provide a specified level of acceleration to the vehicle, through the secondary power source, for a specified amount of time.

19. The method according to claim 16 further comprising:

restarting the ICE when the demand for power output corresponds to a command to accelerate the vehicle above a predetermined acceleration rate.

20. The method according to claim 16 further comprising:

turning the ICE off when the braking event indicates an intent to stop the vehicle and the available energy to power the secondary power source is sufficient enough to provide a first specified level of vehicle acceleration for a specified amount of time.

21. The method according to claim 20 further comprising:

restarting the ICE when the available energy is just enough to provide a second specified level of acceleration to the vehicle, through the secondary power source, for a specified amount of time.

22. The method according to claim 15 further comprising:

turning the ICE off when the demand for power output terminates and the available energy to power the secondary power source is sufficient to provide a first specified level of vehicle acceleration for a specified amount of time.

23. The method according to claim 22 further comprising:

restarting the ICE when the available energy is just enough to provide a second specified level of acceleration to the vehicle, through the secondary power source, for a specified amount of time.

24. The method according to claim 22 further comprising:

restarting the ICE when the demand for power output corresponds to a command to accelerate the vehicle above a predetermined acceleration rate.

25. The method according to claim 15 further comprising:

turning the ICE off when a command for braking begins if the available energy to power the secondary power source is sufficient enough to provide a first specified level of vehicle acceleration for a specified amount of time.

27. The method according to claim 25 further comprising:

restarting the ICE when the demand for power output corresponds to a command to accelerate the vehicle above a predetermined acceleration rate.

28. The method according to claim 15 further comprising:

turning the ICE off when the vehicle'"'"'s speed falls below a first selected threshold and the available energy to power the secondary power source is above a second selected threshold.

29. The method according to claim 28 further comprising:

restarting the ICE when the available energy is just enough to provide a specified level of acceleration to the vehicle, through the secondary power source, for a specified amount of time.

30. The method according to claim 28 further comprising:

restarting the ICE when the demand for power output corresponds to a command to accelerate the vehicle above a predetermined acceleration rate.

31. The method according to claim 15 further comprising:

monitoring the amount of available energy; and

comparing the amount of available energy to a table of pre-established torque and pre-established acceleration values to determine whether the amount of available energy is sufficient to provide a specified level of vehicle torque, or sufficient to provide a specified level of vehicle acceleration for a specified amount of time.

32. The method according to claim 31 wherein the amount of available energy is a unit of electric energy.

33. The method according to claim 31 wherein the amount of available energy is a unit of hydraulic pressure.

34. The method according to claim 15 further comprising:

monitoring an amount of reserve energy stored within the energy storage device;

determining when a demand for additional ICE power output will result in a transmission downshift event; and

utilizing the amount of reserve energy to power the secondary power source and provide supplemental power to the vehicle, the vehicle thereby being powered by both the ICE and the secondary power source until the demand for additional ICE power output is terminated or the amount of reserve energy is depleted.

26. The method according to claim 26 further comprising:

restarting the ICE when the available energy is just enough to provide a second specified level of acceleration to the vehicle, through the secondary power source, for a specified amount of time.

35. A method of operating a hybrid vehicle comprising:

monitoring a braking event;

monitoring an amount of available energy stored within an energy storage device to power a secondary power source;

detecting a demand for power output following the braking event;

determining if the braking event indicates an intent to stop the vehicle;

utilizing the amount of available energy to initially power the secondary power source and thereby propel the vehicle in response to the demand for power output when the braking event indicates an intent to stop the vehicle;

utilizing the amount of available energy to initially power the secondary power source and thereby propel the vehicle in response to the demand for power output when the amount of available energy is sufficient to provide a minimum desired level of vehicle torque;

utilizing power provided by an ICE to continue meeting the demand for power output when the secondary power source is initially used and the amount of available energy is subsequently depleted; and

utilizing power provided by the ICE to propel the vehicle in response to the demand for power output when the braking event does not indicate an intent to stop the vehicle and the amount of available energy is not sufficient to provide the minimum desired level of vehicle torque.

36. The method according to claim 35 further comprising:

turning the ICE off when the braking event indicates an intent to stop the vehicle and the available energy to power the secondary power source is above a selected level.

37. The method according to claim 36 further comprising:

restarting the ICE as soon as a command to brake the vehicle ceases to exist.

38. The method according to claim 36 further comprising:

restarting the ICE when the available energy is just enough to provide a specified level of acceleration to the vehicle, through the secondary power source, for a specified amount of time.

39. The method according to claim 36 further comprising:

restarting the ICE when the demand for power output corresponds to a command to accelerate the vehicle above a predetermined acceleration rate.

40. The method according to claim 36 further comprising:

turning the ICE off when the braking event indicates an intent to stop the vehicle and the available energy to power the secondary power source is sufficient to provide a first specified level of vehicle acceleration for a specified amount of time.

41. The method according to claim 40 further comprising:

restarting the ICE when the available energy is just enough to provide a second specified level of acceleration to the vehicle, through the secondary power source, for a specified amount of time.

42. The method according to claim 35 further comprising:

turning the ICE off when the demand for power output terminates and the available energy to power the secondary power source is sufficient to provide a first specified level of vehicle acceleration for a specified amount of time.

43. The method according to claim 42 further comprising:

restarting the ICE when the available energy is just enough to provide a second specified level of acceleration to the vehicle, through the secondary power source, for a specified amount of time.

44. The method according to claim 42 further comprising:

restarting the ICE when the demand for power output corresponds to a command to accelerate the vehicle above a predetermined acceleration rate.

45. The method according to claim 35 further comprising:

turning the ICE off when a command for braking begins if the available energy to power the secondary power source is sufficient to provide a first specified level of vehicle acceleration for a specified amount of time.

46. The method according to claim 45 further comprising:

restarting the ICE when the available energy is just enough to provide a second specified level of acceleration to the vehicle, through the secondary power source, for a specified amount of time.

47. The method according to claim 45 further comprising:

restarting the ICE when the demand for power output corresponds to a command to accelerate the vehicle above a predetermined acceleration rate.

48. The method according to claim 35 further comprising:

turning the ICE off when the vehicle'"'"'s speed falls below a first selected threshold and the available energy to power the secondary power source is above a second selected threshold.

49. The method according to claim 48 further comprising:

restarting the ICE when the available energy is just enough to provide a specified level of acceleration to the vehicle, through the secondary power source, for a specified amount of time.

50. The method according to claim 48 further comprising:

restarting the ICE when the demand for power output corresponds to a command to accelerate the vehicle above a predetermined acceleration rate.

51. The method according to claim 35 further comprising:

monitoring the amount of available energy; and

comparing the amount of available energy to a table of pre-established torque and pre-established acceleration values to determine whether the amount of available energy is sufficient to provide a specified level of vehicle torque, or sufficient to provide a specified level of vehicle acceleration for a specified amount of time.

52. The method according to claim 51 wherein the amount of available energy is a unit of electric energy.

53. The method according to claim 51 wherein the amount of available energy is a unit of hydraulic pressure.

54. The method according to claim 35 further comprising:

monitoring an amount of reserve energy stored within the energy storage device;

determining when a demand for additional ICE power output will result in a transmission downshift event; and

utilizing the amount of reserve energy to power the secondary power source and provide supplemental power to the vehicle, the vehicle thereby being powered by both the ICE and the secondary power source until the demand for additional ICE power is terminated or the amount of reserve energy is depleted.

55. A method of operating a hybrid vehicle having, as a primary power source, an internal combustion engine, and having a secondary power source, the method comprising:

operating the vehicle under power from the primary power source; and

shutting off the primary power source during a braking event and operating the vehicle under power from the secondary power source, if an intent to stop is indicated.

56. The method according to claim 55 wherein an intent to stop is indicated if the vehicle speed drops below a speed threshold during the braking event.

57. The method according to claim 56 wherein the speed threshold is 5 mph.

58. A method of operating a hybrid vehicle comprising:

monitoring a braking event;

monitoring an amount of available energy stored within an energy storage device to power a secondary power source;

detecting a demand for power output following the braking event;

utilizing the amount of available energy to initially power the secondary power source and thereby propel the vehicle in response to the demand for power output if the available energy is above a first selected level;

switching to the use of power provided by a primary power source to continue meeting the demand for power output when the secondary power source is initially used and the amount of available energy is subsequently depleted; and

continuing, immediately following the switching step, to utilize power provided by the primary power source, instead of the secondary power source, to meet any additional demands for power output until another braking event is detected, regardless of the amount of available energy.