System and method for operating an electric motor by limiting performance

• US 8,307,928 B2
• Filed: 03/31/2009
• Issued: 11/13/2012
• Est. Priority Date: 09/19/2003
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Mack, David J.
• Primary Examiner(s): Restifo, Jeffrey J
• Application Number:
  US12/414,777
• Publication Number:
  US 20090188733A1
• Time in Patent Office: 1,323 Days
• Field of Search: 180/65.28, 180/65.285, 180/65.29
• US Class Current: 180/65.285
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• 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 20/13 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: B60W 2530/209 Fuel quantity remaining in tank
• CPC Class Codes: B60W 2710/086 Power
• CPC Class Codes: B60W 30/146 Speed limiting
• CPC Class Codes: B60W 50/0097 Predicting future conditions
• CPC Class Codes: Y02T 10/62 Hybrid vehicles

Abstract

A method and system for limiting motor performance in a hybrid electric vehicle system. During a condition in a primary drivetrain, the method limits performance of an electric motor used in an auxiliary drivetrain to control energy consumed from a battery in the auxiliary drivetrain. A calculation or measurement is made to determine available battery energy remaining in the battery after the condition. The performance of the electric motor is then limited based on the available battery energy.

Claims

1. A method of controlling a vehicle having a primary drivetrain and an auxiliary drivetrain, the primary drivetrain relying on fuel consumption to provide energy for driving the vehicle and the auxiliary drivetrain relying on stored electrical energy to provide energy for driving the vehicle, the method comprising:

controlling the auxiliary drivetrain according to a first performance strategy when the primary drivetrain has a sufficient supply of fuel to facilitate re-charging the stored electrical energy relied upon by the auxiliary drivetrain;

controlling the auxiliary drivetrain according to a second performance strategy when the primary drivetrain has an insufficient supply of fuel to facilitate re-charging the stored electrical energy relied upon by the auxiliary drivetrain; and

wherein the second performance strategy includes setting a plurality of maximum vehicle speed and power ranges that are more restrictive than maximum vehicle speed and power ranges set according to the first performance strategy.

2. The method of claim 1 wherein the second performance strategy consumes less of the stored electrical energy than the first performance strategy, thereby limiting vehicle driving performance more than if operating according to the first performance strategy.

3. The method of claim 1 wherein the second performance strategy allows the auxiliary drivetrain to drive the vehicle for a longer period of time than the first performance strategy.

4. The method of claim 1 wherein the second performance strategy includes setting a plurality of maximum vehicle speed ranges that are more restrictive than maximum vehicle speed ranges set according to the first performance strategy.

5. The method of claim 1 further comprising, after the primary drivetrain has the insufficient supply of fuel to facilitate re-charging the stored electrical energy relied upon by the auxiliary drivetrain, controlling the auxiliary drivetrain according to the first performance strategy if the fuel is replenished to the sufficient supply, and determining the primary drivetrain to have insufficient supply of fuel to re-charge the stored electrical energy in the event the primary drivetrain supply of fuel is less than a threshold.

6. The method of claim 1 wherein the second performance strategy includes limiting actual power consumed by the electric motor to drive the vehicle, the actual power being limited based on a relationship between a maximum power limit and a maximum speed limit for the electric motor.

7. The method of claim 1 further comprising shutting down the auxiliary drivetrain prior to depleting the stored electrical energy relied upon by the auxiliary drivetrain when an amount of the stored electrical energy is less than an amount of electrical energy needed to restart the primary drivetrain.

8. A method of controlling a vehicle comprising:

controlling an auxiliary drivetrain according to a first strategy when a primary drivetrain fuel supply permits re-charging the auxiliary drivetrain;

controlling the auxiliary drivetrain according to a second strategy when the fuel supply prevents re-charging the auxiliary drivetrain, the second performance strategy setting a plurality of maximum power ranges that are more restrictive than maximum power ranges set according to the first performance strategy.

9. A method of controlling a vehicle having a first, liquid fuel powered drivetrain and a second, electric energy powered drivetrain, the method comprising:

determining a first amount of fuel available for powering the first drivetrain;

setting operating parameters for controlling operations of the second drivetrain according to operating parameters specified by a first strategy when the first amount of fuel is above a fuel threshold;

setting operating parameters for controlling operations of the second drivetrain according to operating parameters specified by a second strategy when the first amount of fuel is below the fuel threshold;

determining the fuel threshold to at least equal an amount of fuel consumed by the first drivetrain to charge an energy source used to power the second drivetrain above a charging threshold; and

wherein the second performance strategy includes setting a plurality of maximum vehicle speed and power ranges that are more restrictive than maximum vehicle speed and power ranges set according to the first performance strategy.

10. The method of claim 9 further comprising selecting the charging threshold based on an amount time the vehicle is to operate according to the second performance strategy such that the charging threshold is greater when the amount of time is greater.

11. The method of claim 9 further comprising selecting the charging threshold based on consumption habits of the second drivetrain when operated according to the second strategy, the second performance strategy setting a plurality of maximum power ranges that are more restrictive than maximum power ranges set according to the first strategy.

12. The method of claim 9 further comprising setting the operating parameters such that less of a second amount of energy available from the energy source for powering the second drivetrain is used when operating according to the second strategy than when operating according to the first strategy.

13. A method of controlling a vehicle having a primary drivetrain and an auxiliary drivetrain, the primary drivetrain relying on fuel consumption to provide energy for driving the vehicle and the auxiliary drivetrain relying on stored electrical energy to provide energy for driving the vehicle, the method comprising:

controlling the auxiliary drivetrain according to a first performance strategy when the primary drivetrain has a sufficient supply of fuel to facilitate re-charging the stored electrical energy relied upon by the auxiliary drivetrain;

controlling the auxiliary drivetrain according to a second performance strategy when the primary drivetrain has an insufficient supply of fuel to facilitate re-charging the stored electrical energy relied upon by the auxiliary drivetrain; and

determining the supply of fuel needed to facilitate re-charging the stored electrical energy relied upon by the auxiliary drivetrain to at least equal an amount of fuel needed to charge an energy source that provides the stored electrical energy above a charge threshold.