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WO2018182608A1 - Gestion de charge de véhicule hybride - Google Patents

Gestion de charge de véhicule hybride Download PDF

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Publication number
WO2018182608A1
WO2018182608A1 PCT/US2017/024968 US2017024968W WO2018182608A1 WO 2018182608 A1 WO2018182608 A1 WO 2018182608A1 US 2017024968 W US2017024968 W US 2017024968W WO 2018182608 A1 WO2018182608 A1 WO 2018182608A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
electrically
structured
load
power capacity
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US2017/024968
Other languages
English (en)
Inventor
Martin T. Books
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Cummins Inc
Original Assignee
Cummins Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Cummins Inc filed Critical Cummins Inc
Priority to PCT/US2017/024968 priority Critical patent/WO2018182608A1/fr
Publication of WO2018182608A1 publication Critical patent/WO2018182608A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/006—Supplying electric power to auxiliary equipment of vehicles to power outlets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/13—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/009—Priority selection
    • B60W2050/0094—Priority selection of control units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/30—Auxiliary equipments
    • B60W2510/305—Power absorbed by auxiliaries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0677—Engine power
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other DC sources, e.g. providing buffering
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present disclosure relates to vehicular accessory devices. More particularly, the present disclosure relates to control of electrically-powered vehicle accessories.
  • the apparatus includes an energy storage circuit, an engine circuit, a load circuit, and an accessories circuit.
  • the energy storage circuit is structured to monitor a current power capacity of an energy storage device
  • the engine circuit is structured to monitor a current power capacity of an engine.
  • the load circuit is structured to (i) monitor an accessory load of a plurality of electrically-powered accessories of a vehicle and (ii) monitor a drivetrain load of a drivetrain of the vehicle.
  • the accessories circuit is structured to reduce the accessory load of the plurality of electrically- powered accessories in response to a total load including the accessory load and the drivetrain load exceeding both the current power capacity of the energy storage device and the current power capacity of the engine.
  • the system includes a controller communicably and operatively coupled to (i) a plurality of electrically-powered accessories of a vehicle, (ii) a genset including an engine and a first electromagnetic device, (iii) an energy storage device structured to store energy, and (iv) a second electromagnetic device electrically coupled to the genset and the energy storage device and mechanically coupled to a drivetrain of the vehicle.
  • the controller is structured to: monitor an accessory load of the plurality of electrically-powered accessories, monitor a drivetrain load of the drivetrain of the vehicle, and reduce the accessory load of the plurality of electrically-powered accessories in response to a total load including the accessory load and the drivetrain load exceeding both a current power capacity of the energy storage device and a current power capacity of the engine.
  • Still another embodiment relates to a system
  • the system includes a controller communicably and operatively coupled to (i) a plurality of electrically-powered accessories of a vehicle, (ii) an engine, (iii) an energy storage device, and (iv) an electromagnetic device electrically coupled to the energy storage device and mechanically coupled to the engine and a drivetrain of the vehicle.
  • the controller is structured to: monitor an accessory load of the plurality of electrically-powered accessories, monitor a drivetrain load of the drivetrain of the vehicle, and reduce the accessory load of the plurality of electrically-powered accessories in response to a total load including the accessory load and the drivetrain load exceeding both a current power capacity of the energy storage device and a current power capacity of the engine.
  • FIG. I is a schematic diagram of a vehicle having a series hybrid powertrain and a controller, according to an example embodiment.
  • FIG. 2 is a schematic diagram of a vehicle having a parallel hybrid powertrain and a controller, according to an example embodiment.
  • FIG. 3 is a schematic of a controller used with the system of FIGS. 1 and 2, according to an example embodiment.
  • FIG. 4 is a graph of power capacity for a series hybrid powertrain, according to an example embodiment.
  • FIG. 5 is a graph of power capacity for a parallel hybrid powertrain, according to an example embodiment.
  • FIG. 6 is a flow diagram of a method for operating electrically-powered vehicle accessories via a series hybrid powertrain, according to an example embodiment.
  • FIG. 7 is a flow diagram of a method for operating electrically-powered vehicle accessories via a parallel hybrid powertrain, according to an example embodiment.
  • the various embod ments disclosed herein relate to systems, apparatuses, and methods for hybrid vehicle load management, and more specifically, controlling the operation of electrically-powered vehicle accessories to maintain a total load on a powertrain (e.g., a series hybrid powertrain, a parallel hybrid powertrain, etc.) of the hybrid vehicle below a power capacity thereof.
  • a powertrain e.g., a series hybrid powertrain, a parallel hybrid powertrain, etc.
  • these vehicle accessories may be able to be driven largely independent of the engine of the vehicle (e.g., not driven off of a belt coupled to the engine).
  • Electrically- powered vehicle accessories may include, but are not limited to, air compressors (for pneumatic devices), air conditioning systems, power steering pumps, engine coolant pumps, fans, and the like.
  • the management and/or control of electrically-powered vehicle accessories is intended to include any type of control used with the accessories including, but not limited to starting/stopping the device and/or changing operation parameters of the device (e.g., a lower speed or operating state). Utilizing these controls, the controller of the present disclosure is able to manage energy consumption by each device and thereby the total accessory load on the powertrain of the hybrid vehicle.
  • FIGS. 1 and 2 schematic diagrams of a vehicle 10 with a controller 150 is shown according to example embodiments. As shown in FIG.
  • the vehicle 10 generally includes a powertrain 100, vehicle subsystems 120, an operator input/output (I/O) device 130, sensors 140 communicably coupled to one or more components of the vehicle 10, and a controller 150.
  • the vehicle 10 includes a powertrain 110 in place of the powertrain 100 of FIG. 1.
  • the powertrain 100 of the vehicle 10 is structured as a series hybrid powertrain and the powertrain 110 of the vehicle 10 is structured as a parallel hybrid powertrain.
  • the powertrain 100 and or the powertrain 110 of the vehicle 10 are structured as another type of hybrid powertrain.
  • the vehicle 10 may be an on-road or an off-road vehicle including, but not limited to, line-haul trucks, mid-range trucks (e.g., pick-up truck), cars (e.g., sedans, hatchbacks, coupes, etc.), buses, vans, refuse vehicles, delivery trucks, and any other type of vehicle.
  • line-haul trucks e.g., pick-up truck
  • cars e.g., sedans, hatchbacks, coupes, etc.
  • buses e.g., sedans, hatchbacks, coupes, etc.
  • vans e.g., sedans, hatchbacks, coupes, etc.
  • Components of the vehicle 10 may communicate with each other or foreign components using any type and any number of wired or wireless connections.
  • a wired connection may include a serial cable, a fiber optic cable, a CAT5 cable, or any other form of wired connection.
  • Wireless connections may include the Internet, Wi-Fi, cellular, radio, Bluetooth, ZigBee, etc.
  • a controller area network (CAN) bus provides the exchange of signals, information, and/or data.
  • the CAN bus includes any number of wired and wireless connections. Because the controller 150 is communicably coupled to the systems and components in the vehicle 10 of FIG. 1, the controller 150 is structured to receive data regarding one or more of the components shown in FIG. 1.
  • the data may include operation data regarding the operating conditions of powertrain 100, the powertrain 110, and or other components (e.g., a battery system, a motor, a generator, a regenerative braking system, an engine, etc.) acquired by one or more sensors, such as sensors 140.
  • the data may include an input from operator I/O device 130.
  • the controller 150 may determine how to control the powertrain 100 and/or the powertrain 110 based on the operation data.
  • the powertrain 100 includes an engine 101, a transmission 102, a driveshaft 103, a differential 104, a final drive 105, a first electromagnetic device 106 (e.g., a generator, a motor-generator, etc.), a second electromagnetic device 108 (e.g., a motor, a motor-generator, etc.), and an energy storage device 109.
  • the engine 101 may be structured as any engine type, including a spark-ignition internal combustion engine, a compression-ignition internal combustion engine, and/or a fuel cell, among other alternatives.
  • the engine 101 may be powered by any fuel type (e.g., diesel, ethanol, gasoline, natural gas, propane, hydrogen, etc.).
  • the transmission 102 may be structured as any type of transmission, such as a continuous variable transmission, a manual transmission, an automatic transmission, an automatic-manual transmission, a dual clutch transmission, and so on.
  • the transmission 102 may include a variety of settings (gears, for a geared transmission) that affect different output speeds based on an input speed received thereby (e.g., from the second electromagnetic device 108, etc.).
  • the driveshaft 103, differential 104, and/or final drive 105 may be structured in any configuration dependent on the application (e.g., the final drive 105 is structured as wheels in an automotive application and a propeller in a boat application, etc.).
  • the driveshaft 103 may be structured as any type of driveshaft including, but not limited to, a one-piece, two-piece, and a slip-in-tube driveshaft based on the application.
  • the engine 101 and the first electromagnetic device 106 are mechanically coupled together (e.g., via a shaft, a gear box, etc.) to form a genset 107.
  • the first electromagnetic device 106 is a single device having both generating and motoring capabilities.
  • the first electromagnetic device 106 has only generating capabilities.
  • the engine 101 is structured to drive the first electromagnetic device 106 to generate electrical energy.
  • the first electromagnetic device 106 is electrically coupled to the energy storage device 109 such that the first electromagnetic device 106 may provide energy generated thereby to the energy storage device 109 for storage.
  • the first electromagnetic device 106 is structured to receive stored electrical energy from the energy storage device 109 to facilitate operation thereof.
  • the first electromagnetic device 106 may receive stored electrical energy from the energy storage device 109 to facilitate starting the engine 101.
  • H e second electromagnetic device 108 is mechanically coupled to the transmission 102 (e.g., via a shaft, a gear box, etc.).
  • the second electromagnetic device 108 is a single device having both generating and motoring capabilities.
  • the second electromagnetic device 108 has only motoring capabilities. As shown in FIG.
  • the second electromagnetic device 108 is electrically coupled to the first electromagnetic device 106 and the energy storage device 109 such that the second electromagnetic device 108 may receive energy stored by the energy storage device 109 and/or generated by the first electromagnetic device 106 to facilitate operation thereof.
  • the second electromagnetic device 108 may receive stored electrical energy from the energy storage device 109 and/or generated electrical energy from the first electromagnetic device 106 to facilitate providing a mechanical output to the transmission 102.
  • the second electromagnetic device 108 may receive stored electrical energy from the energy storage device 109 and/or generated electrical energy from the first electromagnetic device 106 to facilitate providing a mechanical output to the transmission 102.
  • the second electromagnetic device 108 may receive stored electrical energy from the energy storage device 109 and/or generated electrical energy from the first electromagnetic device 106 to facilitate providing a mechanical output to the transmission 102.
  • the second electromagnetic device 108 may receive stored electrical energy from the energy storage device 109 and/or generated electrical energy from the first electromagnetic device 106 to facilitate providing a mechanical output to the transmission 102.
  • the second electromagnetic device 108 may receive stored
  • the electromagnetic device 108 is structured to generate electrical energy for storage in the energy storage device 109.
  • the second electromagnetic device 108 may be structured to utilize a negative torque supply to perform energy regeneration (e.g., when the torque demand therefrom is zero, during engine braking, while the vehicle 10 is coasting down a hill, etc.).
  • the energy storage device 109 includes one or more batteries (e.g., high voltage batteries, a lead-acid battery, a lithium-ion battery, etc.), one or more capacitors (e.g., super capacitors, etc.), and/or any other energy storage devices. As shown in FIG. 1, the energy storage device 109 is electrically coupled to the first electromagnetic device 106 and the second electromagnetic device 108. In some embodiments, the energy storage device 109, the first electromagnetic device 106, and/or the second electromagnetic device 180 are electrically coupled to one or more of the vehicle subsystems 120 (e.g., a regenerative braking system, electrically-powered vehicle accessories, etc.). According to the example embodiment shown in FIG.
  • the vehicle subsystems 120 e.g., a regenerative braking system, electrically-powered vehicle accessories, etc.
  • the energy storage device 109 is structured to store electrical energy (i) received from a charging station (e.g., a vehicle charging station, etc.), (ii) generated by the first electromagnetic device 106, (iii) generated by the second electromagnetic device 108, and/or (iv) generated by a regenerative braking system.
  • a charging station e.g., a vehicle charging station, etc.
  • the energy storage device 109 may be structured to provide the stored electrical energy to (i) the vehicle subsystems 120 to operate various electrical based components of the vehicle 10 (e.g., while the engine 101 is running, while the engine 101 is off, etc.), (ii) the first electromagnetic device 106 to start the engine 101 (e.g., in response to a restart command after a stop-start feature turns off the engine 101, when an operator keys on the engine 101, etc.), and/or (iii) the second electromagnetic device 108 to facilitate providing a mechanical output to the transmission 102 (e.g., to drive the vehicle 10, etc.).
  • the powertrain 110 includes the engine 101, the transmission 102, the driveshaft 103, the differential 104, the final drive 105, the energy storage device 109, and an electromagnetic device 112 (e.g., a motor-generator, etc.).
  • the powertrain 110 optionally includes a clutch 111 positioned between the engine 101 and the electromagnetic device 112.
  • the clutch 111 is structured to facilitate selectively decoupling the engine 101 from the electromagnetic device 112.
  • the powertrain 100 of FIG. 1 includes a clutch positioned to selectively mechanically couple the first electromagnetic device 106 with the second electromagnetic device 108 and/or the transmission 102.
  • the powertrain 100 having a clutch may be selectively reconfigurable between a series hybrid powertrain and a parallel hybrid powertrain.
  • the engine 101 and the electromagnetic device 112 are mechanically coupled together (e.g., via a shaft, a gear box, the clutch 111, etc.).
  • the electromagnetic device 112 is a single device having both generating and motoring capabilities.
  • the engine 101 is structured to drive the electromagnetic device 112 to generate electrical energy.
  • the electromagnetic device 112 is electrically coupled to the energy storage device 109 such that the electromagnetic device 112 may provide energy generated thereby to the energy storage device 109 for storage.
  • the electromagnetic device 112 is structured to receive stored electrical energy from the energy storage device 109 to facilitate operation thereof.
  • the electromagnetic device 112 may receive stored electrical energy from the energy storage device 109 to facilitate starting the engine 101.
  • the electromagnetic device 112 is mechanically coupled to the transmission 102 (e.g., via a shaft, a gear box, etc.).
  • the electromagnetic device 112 may receive energy stored by the energy storage device 109 and/or mechanical energy from the engine 101 to facilitate providing a mechanical output to the transmission 102.
  • the electromagnetic device 112 is structured to generate electrical energy for storage in the energy storage device 109 in response to receiving a mechanical input form the transmission 102.
  • the electromagnetic device 112 may be structured to utilize a negative torque supply to perform energy regeneration (e.g., when the torque demand theref om is zero, during engine braking, while the vehicle 10 is coasting down a hill, etc.).
  • the energy storage device 109 is electrically coupled to the electromagnetic device 112.
  • the energy storage device 109 and/or the electromagnetic device 112 are electrically coupled to one or more of the vehicle subsystems 120 (e.g., a regenerative braking system, electrically-powered vehicle accessories, etc.).
  • the energy storage device 109 is structured to store electrical energy (i) received from a charging station (e.g., a vehicle charging station, etc.), (ii) generated by the electromagnetic device 112, and/or (iii) generated by a regenerative braking system.
  • the energy storage device 109 may be structured to provide the stored electrical energy to (i) the vehicle subsystems 120 to operate various electrical based components of the vehicle 10 (e.g., while the engine 101 is running, while the engine 101 is off, etc.), (ii) the electromagnetic device 112 to start the engine 101 (e.g., in response to a restart command after a stop-start feature turns off the engine 101, when an operator keys on the engine 101, etc.), and/or (iii) the electromagnetic device 112 to facilitate providing a mechanical output to the transmission 102 (e.g., to drive the vehicle 10, etc.).
  • the vehicle 10 includes the vehicle subsystems 120.
  • the vehicle subsystems 120 may include the regenerative braking system.
  • the regenerative braking system may include various components structured to generate electricity from vehicle braking events to be stored by the energy storage device 109 for future use (e.g., by the first electromagnetic device 106, by the second electromagnetic device 108, by the electromagnetic device 112, by the electrical vehicle components, etc.).
  • the vehicle subsystems 120 may include other components including mechanically driven or electrically driven vehicle components (e.g., HVAC system, lights, pumps, fans, etc.).
  • the vehicle subsystems 120 may also include any component used to reduce exhaust emissions, such as selective catalytic reduction (SCR) catalyst, a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF), a diesel exhaust fluid (DEF) doser with a supply of diesel exhaust fluid, a plurality of sensors for monitoring the aftertreatment system (e.g., a nitrogen oxide (NOx) sensor, temperature sensors, etc.), and/or still other components.
  • SCR selective catalytic reduction
  • DOC diesel oxidation catalyst
  • DPF diesel particulate filter
  • DEF diesel exhaust fluid
  • sensors for monitoring the aftertreatment system e.g., a nitrogen oxide (NOx) sensor, temperature sensors, etc.
  • the vehicle subsystems 120 includes one or more electrically-powered accessories 122.
  • the electrically-powered accessories 122 may receive power from the energy storage device 109, the first electromagnetic device 106, the second electromagnetic device 108, and or the electromagnetic device 1 12 to facilitate operation thereof. Being electrically-powered, the accessories may be able to be driven largely independent of the engine 101 of the vehicle 10 (e.g., not driven off of a belt coupled to the engine 101).
  • the electrically-powered accessories 122 may include, but are not limited to, air compressors (e.g., for pneumatic devices, etc.), air conditioning systems, power steering pumps, engine coolant pumps, fans, and/or any other electrically-powered vehicle accessories.
  • the controller 150 may selectively regulate and or manage the power delivered to one or more of the electrically-powered accessories 122 to reduce the energy consumption of the electrically-powered accessories 122.
  • the engine 101 receives a chemical energy input (e.g., a fuel such as gasoline, diesel, etc.) and combusts the fuel to generate mechanical energy, in the form of a rotating crankshaft
  • a chemical energy input e.g., a fuel such as gasoline, diesel, etc.
  • the transmission 102 receives the rotating crankshaft and manipulates the speed of the crankshaft (e.g., the engine revolutions-per-minute (RPM), etc.) to affect a desired driveshaft speed.
  • the rotating driveshaft 103 is received by the differential 104, which provides the rotation energy of the driveshaft 103 to the final drive 105.
  • the final drive 105 then propels or moves the vehicle 10.
  • the engine 101 provides mechanical energy to the first electromagnetic device 106 such that the first electromagnetic device 106 generates electrical power.
  • the first electromagnetic device 106 may provide the generated electrical power to at least one of the second electromagnetic device 108, the energy storage device 109, and the electrically-powered accessories 122.
  • the second electromagnetic device 108 receives electrical power from at least one of the first electromagnetic device 106 and the energy storage device 109 to generate and provide a mechanical output to the transmission 102.
  • the power capacity of the engine 101 within the powertrain 100 e.g., a series hybrid powertrain, etc.
  • the engine 101 may thereby be selectively controlled to operate at any speed such that the power capacity thereof may range anywhere from a minimum power capacit up to a maximum power capacit based on the selected speed of the engine 101.
  • the engine 101 provides mechanical energy to the electromagnetic device 112 such that the electromagnetic device 112 generates electrical power.
  • the electromagnetic device 112 may provide the generated electrical power to at least one of the energy storage device 109 and the electrically- powered accessories 122.
  • the electromagnetic device 112 may additionally or alternatively provide a mechanical output to the transmission 102.
  • the power capacity of the engine 101 within the powertrain 110 e.g., a parallel hybrid powertrain, etc.
  • the power capacity of the engine 101 may thereby be fixed based on a current speed of the vehicle 10.
  • the operator I/O device 130 may enable an operator of the vehicle 10 (or passenger or manufacturing, service, or maintenance personnel) to communicate with the vehicle 10 and the controller 150.
  • the operator I/O device 130 may include, but is not limited to, an interactive display, a touchscreen device, one or more buttons and switches, voice command receivers, and the like.
  • the operator I/O device 130 includes a brake and an accelerator pedal.
  • an operator may prioritize and classify various electrically-powered accessories 122. With this prioritization and classification, die controller 150 may adjust the energy management strategy used with the electrically-powered accessories 122 of the vehicle 10. This is explained more fully in regard to FIG. 3.
  • the sensors 140 may include sensors positioned and/or structured to monitor operating characteristics of various components of the vehicle 10.
  • the sensors 140 may include a sensor structured to facilitate monitoring the state of charge (“SOC”), the state of health (“SOH”), and/or the power capacity of the energy storage device 109, and/or the flow of electricity into and/or out of the energy storage device 109 (e.g., current, voltage, power, etc.).
  • SOC state of charge
  • SOH state of health
  • the power capacity of the energy storage device 109 e.g., current, voltage, power, etc.
  • the controller ISO includes a processing circuit 151 and a communications interface 170.
  • the processing circuit 151 includes a processor 152, amemory 154, and ahybrid control system 155.
  • the processor 152 may be implemented as a general-purpose processor, an application specific integrated circuit (ASIC), one or more field programmable gate arrays (FPGAs), a digital signal processor (DSP), a group of processing components, or other suitable electronic processing components.
  • ASIC application specific integrated circuit
  • FPGAs field programmable gate arrays
  • DSP digital signal processor
  • the memory 154 may store data and/or computer code for facilitating the various processes described herein.
  • the memory 154 may be communicably connected to the processor 152 and the hybrid control system 155 and structured to provide computer code or instructions to the processor 152 for executing the processes described in regard to the hybrid control system 155 herein.
  • the memory 154 may be or include tangible, non-transient volatile memory or non-volatile memory. Accordingly, the memory 154 may include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures described herein.
  • the hybrid control system 155 includes various circuits for completing the activities described herein. More particularly, the hybrid control system 155 includes an engine circuit 156, an electromagnetic device circuit 158, a clutch circuit 160, an energy storage circuit 162, a load circuit 164, and an accessories circuit 166.
  • the circuits 156-166 may be structured to selectively control the use of one or more of the electrically-powered accessories 122 based on a total load on the powertrain 100 and/or Hie powertrain
  • controller 150 may include any number of circuits for completing the functions described herein.
  • the activities and functionalities of the circuits 156-166 may be embodied in the memory 154, or combined in multiple circuits or as a single circuit. Additional circuits with additional functionality may also be included. Further, it should be understood that the controller 150 may further control other activity beyond the scope of the present disclosure.
  • the circuits 156-166 may include communication circuitry structured to facilitate the exchange of information, data, values, non-transient signals, etc. between and among the circuits 156-166, the engine 101, the first
  • the communication circuitry may include a channel comprising any type of communication channel (e.g., fiber optics, wired, wireless, etc.), and the channel may include any additional component for signal enhancement, modulation, demodulation, filtering, and the like.
  • the circuits 156-166 may include communication circuitry including, but not limited to, wired and wireless communication protocols to facilitate reception and transmission of data.
  • the circuits 156-166 may include machine-readable media stored by the memory 154 and executable by the processor 152.
  • the machine-readable media facilitates performance of certain operations to facilitate reception and transmission of data.
  • the machine-readable media may provide an instruction (e.g., command, etc.) to the sensors 140, the engine 101, the first electromagnetic device 106, the second electromagnetic device 108, the energy storage device 109, the clutch 111, the electromagnetic device 112, the operator I O device 130, etc. to acquire the data.
  • the machine-readable media may include programmable logic that defines the frequency of acquisition of the data
  • the circuits 156-166 may include any combination of machine-readable content, communication circuitry, die engine 101, the first electromagnetic device 106, the second electromagnetic device 108, the energy storage device 109, the clutch 111, the electromagnetic device 112, the operator I/O device 130, the sensors 140, and/or other components of vehicle 10.
  • Certain operations of the controller 150 described herein may include operations to interpret and/or to determine one or more parameters.
  • Interpreting or determining, as utilized herein includes receiving values by any method known in the art, including at least receiving values from a datalink or network communication, receiving an electronic signal (e.g., a voltage, frequency, current, or PWM signal) indicative of the value, receiving a computer generated parameter indicative of the value, reading the value from a memory location on a non-transient computer readable storage medium, receiving the value as a runtime parameter by any means known in the art, and/or by receiving a value by which the interpreted parameter can be calculated, and/or by referencing a default value that is interpreted to be the parameter value.
  • an electronic signal e.g., a voltage, frequency, current, or PWM signal
  • the communications interface 170 may include wired or wireless interfaces (e.g., jacks, antennas, transmitters, receivers, transceivers, wire terminals, etc.) for conducting data communications with various systems, devices, or networks.
  • the communications interface 170 may include an Ethernet card and port for sending and receiving data via an Ethernet-based communications network and/or a Wi-Fi transceiver for communicating via a wireless communications network.
  • the communications interface 170 may be structured to communicate via local area networks or wide area networks (e.g., the Internet, etc.) and may use a variety of communications protocols (e.g., IP, LON, Bluetooth, ZigBee, radio, cellular, near field communication, etc.).
  • the communications interface 170 of the controller ISO may facilitate
  • the controller ISO the hybrid control system 1SS
  • components of the vehicle 10 e.g., the powertrain 100, the powertrain 110, the engine 101, the first electromagnetic device 106, the second electromagnetic device 108, the energy storage device 109, the clutch 111 , the electromagnetic device 112, the operator I/O device 130, the sensors 140, etc.
  • Communication between and among the controller ISO, the hybrid control system 155, and/or the components of the vehicle 10 may be via any number of wired or wireless connections (e.g., any standard under IEEE 802, etc.).
  • a wired connection may include a serial cable, a fiber optic cable, a CAT5 cable, or any other form of wired connection.
  • a wireless connection may include the Internet, Wi-Fi, cellular, Bluetooth, ZigBee, radio, etc.
  • a controller area network (CAN) bus provides the exchange of signals, information, and/or data.
  • the CAN bus can include any number of wired and wireless connections that provide the exchange of signals, information, and/or data
  • the CAN bus may include a local area network (LAN), or a wide area network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet Service Provider).
  • the engine circuit 156 may be structured to control operation of and/or receive data regarding the operation of the engine 101.
  • the engine circuit 156 may include or be communicably and operatively coupled to the engine 101 to facilitate controlling operation of the engine 101.
  • the engine circuit 156 may be structured to facilitate selectively controlling a torque output, a speed output, and/or a power output of the engine 101 to power the first electromagnetic device 106 of the powertrain 100 and/or the electromagnetic device 112 of the powertrain 110.
  • the engine circuit 156 may be additionally or alternatively structured to monitor a current power capacit of the engine 101.
  • the engine circuit 156 is structured to facilitate selectively increasing the current power capacity of the engine 101 up to the maximum power capacity for the engine 101 (e.g., based on a load amount on the powertrain 100, etc.), which is described more fully herein.
  • the electromagnetic device circuit 158 may be structured to control operation of and/or receive data regarding the operation of (i) the first electromagnetic device 106 and/or the second electromagnetic device 108 of the powertrain 100 and/or (ii) the electromagnetic device 112 of the powertrain 110.
  • the electromagnetic device circuit 158 may include or be communicably and operatively coupled to the first electromagnetic device 106, the second electromagnetic device 108, and/or the electromagnetic device 112 to facilitate controlling operation of the first electromagnetic device 106, the second electromagnetic device 108, and/or the electromagnetic device 112.
  • the electromagnetic device circuit 158 may be structured to control operation of the first electromagnetic device 106.
  • the electromagnetic device circuit 158 may be structured to control whether the power generated by the first electromagnetic device 106 is provided directly to the energy storage device 109, provided directly to the second electromagnetic device 108, provided directly to the electrically- powered accessories 122, or a split between the second electromagnetic device 108, the energy storage device 109, and/or the electrically-powered accessories 122.
  • the electromagnetic device circuit 1S8 may be structured to control whether the first electromagnetic device 106 operates as a motor or a generator (e.g., a generator when the energy storage device 109, the electrically-powered accessories 122, and/or the second electromagnetic device 108 need electrical power; a motor when the engine 101 needs to be started; etc.).
  • a generator e.g., a generator when the energy storage device 109, the electrically-powered accessories 122, and/or the second electromagnetic device 108 need electrical power; a motor when the engine 101 needs to be started; etc.
  • the electromagnetic device circuit 158 may be structured to control operation of the second electromagnetic device 108.
  • the electromagnetic device circuit 158 may be structured to control whether the second electromagnetic device 108 operates as a motor or a generator (e.g., a generator while a negative torque demand is present, a motor when driving the vehicle 10, etc.).
  • the electromagnetic device circuit 158 may be structured to facilitate controlling a mechanical output of the second electromagnetic device 108 provided to the transmission 102 to meet a torque, power, speed, and/or acceleration demand (e.g., based on an operator input, etc.).
  • the electromagnetic device circuit 158 may be structured to control operation of the electromagnetic device 112.
  • the electromagnetic device circuit 158 may be structured to control whether the power generated by the electromagnetic device 112 is provided directly to the energy storage device 109, provided directly to the electrically-powered accessories 122, or a split between the energy storage device 109 and the electrically-powered accessories 122.
  • the electromagnetic device circuit 158 may be structured to control whether the electromagnetic device 112 operates as a motor or a generator (e.g., a generator when the energy storage device 109 and/or the electrically-powered accessories 122 need electrical power; a motor when the engine 101 needs to be started; etc.).
  • the electromagnetic device circuit 158 may be structured to facilitate controlling a mechanical output of the electromagnetic device 112 provided to the transmission 102 to meet a torque demand (e.g., based on an operator input, etc.).
  • the clutch circuit 160 may be structured to control operation of and/or receive data regarding the operation of the clutch 111 of the powertrain 110.
  • the clutch circuit 160 may include or be communicably and operatively coupled to the clutch 111 to facilitate selectively engaging and disengaging the clutch 111 to selectively mechanically couple the engine 101 to the electromagnetic device 112 and or the transmission 102.
  • the clutch circuit 160 may be additionally or alternatively structured to control operation of and/or receive data regarding the operation of a clutch of the powertrain 100.
  • the clutch circuit 160 may include or be communicably and operatively coupled to the clutch of the powertrain 100 to facilitate selectively engaging and disengaging the clutch to selectively mechanically couple the first electromagnetic device 106 with the second electromagnetic device 108 and/or the transmission 102.
  • the energy storage circuit 162 may be structured to receive and interpret data from sensors 140 of the energy storage device 109 indicative of an input current, an input voltage, an input power, an output current, an output voltage, an output power, a loading, etc. of the energy storage device 109.
  • the energy storage circuit 162 may be structured to monitor (e.g., determine, estimate, etc.) the SOC (e.g., the current power level within the energy storage device 109, etc.), the SOH (e.g., the percent of the total life of the energy storage device 109 that has not yet been consumed, etc.), and/or the current power capacity of the energy storage device 109 (e.g., how much power the energy storage device 109 is capable of providing to operate the electrically-powered accessories 122, the second electromagnetic device 108, the electromagnetic device 112, etc.) based on the data received.
  • the energy storage circuit 162 includes or is
  • the load circuit 164 may be structured to receive data regarding the operation of the electrically-powered accessories 122 and an accessory load created thereby.
  • the load circuit 164 may be structured to monitor (e.g., determine, estimate, calculate, etc.) the accessory load of the electrically-powered accessories 122 of the vehiclelO (e.g., based on an amount of power consumption thereof, etc.).
  • the load circuit 164 includes or is communicably and operatively coupled to the electrically-powered accessories 122 to facilitate monitoring the accessory load of the electrically-powered accessories 122.
  • the load circuit 164 includes or is communicably and operatively coupled to the sensors 140 to receive the data regarding the accessory load.
  • the load circuit 164 is structured to monitor the accessory load of each individual electrically-powered accessory 122.
  • the load circuit 164 is structured to monitor the accessory load of the electrically-powered accessories 122 collectively.
  • the load circuit 164 may be additionally or alternatively structured to receive data regarding a drivetrain load of a drivetrain (e.g., the transmission 102, the driveshaft 103, the differential 104, the final drive 105, etc.) of the vehicle 10.
  • the load circuit 164 may be structured to monitor (e.g., determine, estimate, calculate etc.) the drivetrain load of the drivetrain.
  • Hie load circuit 164 includes or is communicably and operatively coupled to the sensors 140 to receive the data regarding the drivetrain load.
  • the load circuit 164 determines the drivetrain load using a model or algorithm with various operating parameter inputs of the vehicle 10 such as vehicle speed, vehicle weight, vehicle aerodynamic characteristics, road grade, etc.
  • the load circuit 164 may be additionally structured to determine whether a total load including the accessory load and the drivetrain load on the powertrain 100 and/or the powertrain 110 is greater than the current power capacity of the energy storage device 109 (e.g., determined by the energy storage circuit 162, etc.) and the current power capacity of the engine 101 (e.g., determined by the engine circuit 156, etc.) combined.
  • the accessories circuit 166 may be structured to control operation of and/or receive data regarding the operation of the electrically-powered accessories 122.
  • the accessories circuit 166 may include or be communicably and operatively coupled to the electrically-powered accessories 122 to facilitate controlling operation of the electrically-powered accessories 122.
  • the accessories circuit 166 may be structured to reduce the accessory load of the plurality of electrically-powered accessories 122 in response to the total load exceeding both the current power capacity of the energy storage device 109 and the current power capacity of the engine 102 (e.g., since the power capacity of the engine 101 cannot be selectively adjusted as it is tied to the speed of the vehicle 10, to reduce the total load on the powertrain 110, etc.)
  • the engine circuit 156 may be further structured to compare the current power capacity of the engine 101 (e.g., based on the current speed of the engine 101, etc.) to the maximum power capacity for the engine 101 in response to the total load exceeding the current power capacity of the energy storage device 109 and the engine 101.
  • the engine circuit 156 may be further structured to determine whether the current power capacity of the engine 101 is at the maximum power capacity for the engine 101.
  • the engine circuit 156 may be structured to selectively increase the power capacity of the engine 101 up to the maximum capacity of the engine 101 in response to the current power capacit of the engine 101 not being at the maximum power capacity for the engine 101 to attempt to accommodate the total load.
  • the accessories circuit 166 may thereafter be structured to reduce the accessory load of die plurality of electrically-powered accessories 122 in response to the total load exceeding both the current power capacity of the energy storage device 109 and the maximum power capacity of the engine 101 (e.g., to reduce the total load on the powertrain 100, etc.).
  • reducing the accessory load prevents the powertrain 100 and/or the powertrain 110 from not being able to provide enough power to meet the drivetrain load.
  • the powertrain 100 and the powertrain 110 may thereby substantially always provide enough power such that the operator does not receive less power than requested and/or expected (e.g., facilitates providing a seamless driving experience, etc.).
  • reducing the accessory load may include turning off one or more of the electrically-powered accessories 122.
  • reducing the accessory load may additionally or alternatively include limiting operation of one or more of the electrically-powered accessories 122.
  • the accessories circuit 166 may be structured to determine which of the electrically-powered accessories 122 to turn off and/or limit based on various parameters such as a classification and/or a priority of each respective electrically-powered accessory 122.
  • the accessories circuit 166 may be structured to receive the classification of one or more of the electrically-powered accessories 122.
  • the accessories circuit 166 may receive the classification from the operator I/O device 130 (e.g., input by an operator of the vehicle 10, predefined by a manufacturer of the vehicle 10 and/or controller 150, etc.).
  • the accessories circuit 166 may be structured to determine die classification of the electrically-powered accessories 122 directly from the electrically-powered accessories 122.
  • the classification includes a spectrum position from discretionary to critical electrically-powered accessories 122. Accordingly, the electrically-powered accessories 122 may fall anywhere within that spectrum (i.e., relatively more critical versus relatively more discretionary). In another embodiment, the classification may be either critical or discretionary (i.e., binary).
  • Critical accessories may be those whose function is essential or substantially essential for vehicle durability and operation, such as a power steering pump or an engine coolant pump.
  • a non-functioning engine coolant pump may cause the engine 101 to overheat, which may result in failure of the engine 101.
  • discretionary accessories may be devices that function to provide driver comfort or to satisfy a need that is only intermittently present (e.g., recharging an air tank, running air conditioning, etc.).
  • Discretionary accessories may include, but are not limited to, an air conditioner compressor or an air compressor for operating vehicle pneumatics.
  • the classification of critical or discretionary (and, relatively more critical or relatively more discretionary) may also be based on reaction times of the accessories. For example, devices with relatively slower reaction times may be classified as critical or relatively more critical and devices with relatively faster reaction times may be classified as discretionary or relatively more discretionary.
  • the accessories circuit 166 may be structured to receive a prioritization for the electrically-powered accessories 122 based on their classification and/or whether they have an energy storage component.
  • the prioritization and classification may be defined (e.g., preprogrammed) within the controller 150.
  • the prioritization "received" process corresponds with a preprogramming step of the controller 150. Therefore, once the controller 150 is installed in the vehicle 10, the controller 150 may be ready to perform the functions described herein. In this case, only certain people (e.g., service personnel) may have access (e.g., permission, clearance, qualifications, etc.) to adjust the classification and prioritization settings.
  • the prioritization and classification of electrically-powered accessories 122 may be adjustable by vehicle operators to provide them with additional control over the vehicle 10 and the electrically-powered accessories 122.
  • the prioritization of the electrically-powered accessories 122 may be as follows: 1) critical (or, relatively more critical) electrically-powered accessories 122 with no energy storage component; 2) electrically-powered accessories 122 with an energy storage component; and 3) discretionary (or, relatively more discretionary) electrically- powered accessories 122.
  • the prioritization provides a schedule of how energy consumption of the electrically-powered vehicle accessories may be managed by the controller 150.
  • the accessories circuit 166 may be structured to control energy consumption by the electrically-powered accessories 122 based on their prioritization and/or classification.
  • the accessories circuit 166 controls energy consumption (and energy management in general) based on reaction times for an electrically-powered accessory 122.
  • reaction times may serve as the basis for the discretionary or critical classification (in some embodiments, the relatively more critical or relatively more discretionary classification).
  • Accessories with relatively slower reaction times may be classified as relatively more critical and commanded to a lower operating state as compared to completely disengaged. These accessories may then be able to react to a change in demand in an acceptable amount of time without sacrificing vehicle operability and durability.
  • Accessories with relatively faster reaction times may be classified as relatively more discretionary and can be completely disengaged and/or operated at a lower operating state.
  • the command from the accessories circuit 166 may be based on an energy consumption amount to activate the electrically-powered accessory 122.
  • electrically-powered accessories 122 that consume relatively more energy to activate e.g., start, etc.
  • electrically-powered accessories 122 that consume relatively less energy to activate may be either operated at a lower operating state or deactivated.
  • overall energy consumption may be minimized by substantially avoiding start/stop situations with accessories that consume the most or a relatively greater amount of energy to become activated while accessories that consume relatively smaller amounts of energy to become activated may be started/stopped.
  • accessories that consume relatively smaller amounts of energy to become activated may be classified as discretionary or relatively more discretionary accessories while accessories that consume relatively more energy to become activated may be classified as critical or relatively more critical accessories.
  • Management of critical or relatively more critical accessories may involve avoiding or rarely turning the device completely off but, rather, driving the device to a lower energy consumption mode when possible. Often, this is a matter of providing a command to run the device (e.g., accessory, etc.) at a lower operating state, such as a lower speed or pressure, when the immediate demand is low. In contrast, management of discretionary or relatively more discretionary accessories may involve turning the device completely off. Thus, critical or relatively more critical electrically-powered accessories 122 may be rarely completely disengaged, but rather operated at a lower energy
  • discretionary or relatively more discretionary electrically-powered vehicle accessories may be selectively deactivated (e.g., turned off, etc.) based on their ability to respond to demand for their function and engine loading. Accordingly, based on the classification, different power management strategies may be used with differently classified accessories.
  • a power versus speed graph 300 for the engine 101 of the powertrain 100 (e.g., a series hybrid powertrain, etc.) is shown, according to an example embodiment.
  • the graph 300 includes a power-speed curve 310, an engine operating curve 320 (e.g., the optimum and most fuel efficient operating curve for the engine 101, etc.), a current speed 330, a current engine power capacity 340, a current energy storage power capacity 350, and a total power capacity 360.
  • the engine 101 may be selectively operated at any speed and power along the engine operating curve 320 (e.g., independent of the speed of the vehicle 10, etc.).
  • the engine may thereby be operated at any current speed 330 required to meet the total load on the powertrain 100.
  • the engine 101 may be operated at anywhere from a minimum speed to a maximum speed on the engine operating curve 320 to provide anywhere between a minimum power capacity and a maximum power capacity of the engine 101. As shown in FIG.
  • the current engine power capacity 340 of the engine 101 e.g., selectively chosen by the controller 150 anywhere between the minimum and maximum power capacity of the engine 101, etc.
  • the current energy storage power capacity 350 of the energy storage device 109 combine to define the total power capacity 360 of the powertrain 100 (e.g., which may be at any point in time the maximum power capacity of the engine 101 and the current power capacity of the energy storage device 109 is needed to meet the total load on the powertrain 100, etc.).
  • a power versus speed graph 400 for the engine 101 of the powertrain 110 (e.g., a parallel hybrid powertrain, etc.) is shown, according to an example embodiment.
  • the graph 400 includes a power-speed curve 410, a current speed 430, a current engine power capacity 440, a current energy storage power capacity 450, and a total power capacity 460.
  • the current speed 430 of the engine 101 is fixed based on the current speed of the vehicle 10
  • the current engine power capacity 440 of the engine 101 is fixed based on the current speed 430 of the engine 101 according to the power-speed curve 410.
  • the current engine power capacity 440 of the engine 101 and the current energy storage power capacity 450 of the energy storage device 109 combine to define the total power capacity 460 of the powertrain 110.
  • the total power capacity 460 is thereby based on the speed of the vehicle 10.
  • method 600 for operating electrically-powered vehicle accessories via a series hybrid powertrain is shown according to an example embodiment.
  • method 600 may be implemented with the vehicle 10, the powertrain 100, and the controller 150 of FIGS. 1 and 3. As such, method 600 may be described with regard to FIGS. 1 and 3.
  • a vehicle e.g., the vehicle 10, etc.
  • a series hybrid powertrain e.g., the powertrain 100, etc.
  • a plurality of electrically-powered accessories e.g., the electrically-powered accessories 122, etc.
  • the series hybrid powertrain may include (i) a genset (e.g., the genset 107, etc.) having an engine (e.g., the engine 101, etc.) and a first electromagnetic device (e.g., a generator, a motor-generator, the first electromagnetic device 106, etc.), (ii) an energy storage device (e.g., the energy storage device 109, a battery system, etc.), and (iii) a second electromagnetic device (e.g., a motor- generator, the second electromagnetic device 108, etc.).
  • a genset e.g., the genset 107, etc.
  • an engine e.g., the engine 101, etc.
  • a first electromagnetic device e.g., a generator, a motor-generator, the first electromagnetic device 106, etc.
  • an energy storage device e.g., the energy storage device 109, a battery system, etc.
  • a second electromagnetic device e.g.,
  • the energy storage device may be structured to store energy (i) generated by the first electromagnetic device, the second electromagnetic device, and/or a regenerative braking system of the vehicle and/or (ii) received from a charging station.
  • the second electromagnetic device may be electrically coupled to the genset and Hie energy storage device such that the second electromagnetic device receives energy stored by the energy storage device and/or generated by the first electromagnetic device to facilitate operation thereof.
  • the second electromagnetic device may additionally be mechanically coupled to a drivetrain (e.g., the transmission 102, the driveshaft 103, the differential 104, the final drive 105, etc.) of the vehicle to facilitate driving the vehicle with the second electromagnetic device.
  • the plurality of electrically- powered accessories may be electrically coupled to the first electromagnetic device, the second electromagnetic device, and/or the energy storage device to receive electrical energy therefrom to facilitate operation thereof.
  • the controller 150 is structured to monitor a current power capacity of the energy storage device of the series hybrid powertrain.
  • the controller 150 is structured to monitor a current power capacity of the engine of the series hybrid powertrain.
  • the controller 150 is structured to monitor an accessory load of the plurality of electrically-powered accessories coupled to the series hybrid powertrain.
  • the controller 150 is structured to monitor a drivetrain load of the drivetrain of the series hybrid powertrain. Steps 604-610 may be performed simultaneously, separately, continuously, and/or periodically.
  • the controller 150 is structured to determine whether a total load including the accessory load and the drivetrain load is greater than the current power capacity of the energy storage device and the current power capacity of the engine combined.
  • the controller 150 may be structured to repeat steps 604-612 until the total load exceeds both the current power capacity of the energy storage device and the current power capacity of the engine.
  • the controller 150 is structured to proceed to step 614 in response to the total load exceeding both the current power capacity of the energy storage device and the current power capacity of the engine.
  • the controller 150 is structured to determine whether the current power capacity of the engine is at a maximum power capacity for the engine.
  • the controller 150 is structured to increase the power capacity of the engine (step 616) and the return to step 612 in response to the current power capacity of the engine not being at the maximum power capacity for the engine.
  • the controller 150 is structured to reduce the accessory load of the plurality of electrically-powered accessories (step 616) and then return to step 612 in response to the current power capacity of the engine being at the maximum power capacity for the engine.
  • reducing the accessory load may include turning off one or more of the plurality of electrically-powered accessories.
  • reducing the accessory load may additionally or alternatively include limiting operation of one or more of the plurality of electrically-powered accessories.
  • the controller 150 may receive classification of and/or prioritization for the electrically-powered accessories to facilitate determining which of the plurality of electrically-powered accessories to turn off and/or limit when the power capacity of the series hybrid powertrain is exceeded.
  • the classification includes a spectrum position from discretionary to critical electrically-powered accessories. Accordingly, electrically-powered accessories may fall anywhere within that spectrum (e.g., relatively more critical versus relatively more discretionary, etc.). This configuration may be used to further customize and manage electrically-powered accessories.
  • an engine coolant pump and a power steering pump may both be classified generally as critical accessories, however, due to various encountered driving conditions (e.g., engine idle, etc.), the engine coolant pump may be classified as relatively more critical. In this case, management may be itemized based on the accessory itself relative to the other electrically-powered accessories.
  • the classification includes a binary classification of either critical or discretionary. In certain other embodiments, the classification may further take into account whether the accessory has an energy storage component.
  • relatively more critical (or just critical) or relatively more discretionary (or just discretionary) classification may be based on reaction times for the accessory while prioritization of the accessories is based on classification.
  • relatively more critical (or just critical) or relatively more discretionary (or just discretionary) classification may be based on an energy consumption amount to activate the accessory.
  • the prioritization may be adjusted via an operator interface, (e.g., such as with the operator I/O device 130, etc.). Prioritization may be used to impact how electrically-powered accessories are managed to reduce overall energy consumption and thereby reduce the accessory load.
  • method 700 for operating electrically-powered vehicle accessories via a parallel hybrid powertrain is shown according to an example embodiment.
  • method 700 may be implemented with the vehicle 10, the powertrain 110, and the controller 150 of FIGS. 2 and 3. As such, method 700 may be described with regard to FIGS. 2 and 3.
  • a vehicle e.g., the vehicle 10, etc.
  • a parallel hybrid powertrain e.g., the powertrain 1 10, etc.
  • the parallel hybrid powertrain may include (i) an engine (e.g., the engine 101, etc.), (ii) an energy storage device (e.g., the energy storage device 109, a battery system, etc.), and (iii) an
  • the energy storage device may be structured to store energy (i) generated by the electromagnetic device and/or a regenerative braking system of the vehicle and/or (ii) received from a charging station.
  • the electromagnetic device may be electrically coupled to the energy storage device such that the electromagnetic device receives energy stored by the energy storage device to facilitate operation thereof.
  • the second electromagnetic device may additionally be mechanically coupled to the engine and a drivetrain (e.g., the transmission 102, the driveshaft 103, the differential 104, the final drive 105, etc.) of the vehicle to facilitate driving the vehicle with the engine and/or the electromagnetic device.
  • a drivetrain e.g., the transmission 102, the driveshaft 103, the differential 104, the final drive 105, etc.
  • the parallel hybrid powertrain includes a clutch (e.g., the clutch 111, etc.) positioned between the engine and the electromagnetic device.
  • the clutch may be structured to facilitate selectively decoupling the engine from the electromagnetic device.
  • the plurality of electrically-powered accessories may be electrically coupled to the electromagnetic device and/or the energy storage device to receive electrical energy therefrom to facilitate operation thereof.
  • the controller 150 is structured to monitor a current power capacity of the energy storage device of the parallel hybrid powertrain.
  • the controller 150 is structured to monitor a current power capacity of the engine of the parallel hybrid powertrain.
  • the controller 150 is structured to monitor an accessory load of the plurality of electrically-powered accessories coupled to the parallel hybrid powertrain.
  • the controller 150 is structured to monitor a drivetrain load of the drivetrain of the parallel hybrid powertrain. Steps 704-710 may be performed simultaneously, separately, continuously, and/or periodically.
  • the controller 150 is structured to determine whether a total load including the accessory load and the drivetrain load is greater than the current power capacity of the energy storage device and the current power capacity of the engine combined.
  • the controller 150 may be structured to repeat steps 704-712 until the total load exceeds both the current power capacity of the energy storage device and the current power capacity of the engine.
  • the controller 150 is structured to proceed to step 714 in response to the total load exceeding both the current power capacity of the energy storage device and the current power capacity of the engine.
  • the controller 150 is structured to reduce the accessory load of the plurality of electrically-powered accessories and then return to step 712.
  • reducing the accessory load may include turning off one or more of the plurality of electrically-powered accessories.
  • reducing the accessory load may additionally or alternatively include limiting operation of one or more of the plurality of electrically-powered accessories.
  • the controller 150 may receive classification of and/or prioritization for the electrically-powered accessories to facilitate determining which of the plurality of electrically-powered accessories to turn off and/or limit when the power capacity of the parallel hybrid powertrain is exceeded.
  • the classification includes a spectrum position from discretionary to critical electrically-powered accessories. Accordingly, electrically-powered accessories may fall anywhere within that spectrum (e.g., relatively more critical versus relatively more discretionary, etc.). This configuration may be used to further customize and manage electrically-powered accessories.
  • an engine coolant pump and a power steering pump may both be classified generally as critical accessories, however, due to various encountered driving conditions (e.g., engine idle, etc.), the engine coolant pump may be classified as relatively more critical. In this case, management may be itemized based on the accessory itself relative to the other electrically-powered accessories.
  • the classification includes a binary classification of either critical or discretionary. In certain embodiments, the classification may further take into account whether the accessory has an energy storage component.
  • a relatively more critical (or just critical) or relatively more discretionary (or just discretionary) classification may be based on reaction times for the accessory while prioritization of the accessories is based on classification.
  • relatively more critical (or just critical) or relatively more discretionary (or just discretionary) classification may be based on an energy consumption amount to activate the accessory.
  • the prioritization may be adjusted via an operator interface, (e.g., such as with the operator I O device 130, etc.). Prioritization may be used to impact how electrically-powered accessories are managed to reduce overall energy consumption and thereby reduce the accessory load.
  • circuits may be implemented as a hardware circuit comprising custom very -large- scale integration (VLSI) circuits or gate arrays, off-the-shelf semiconductors such as logic chips, transistors, or other discrete components.
  • VLSI very -large- scale integration
  • a circuit may also be implemented in programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices or the like.
  • circuits may also be implemented in machine-readable medium for execution by various types of processors, such as processor 152 of FIG. 3.
  • An identified circuit of executable code may, for instance, comprise one or more physical or logical blocks of computer instructions, which may, for instance, be organized as an object, procedure, or function. Nevertheless, the executables of an identified circuit need not be physically located together, but may comprise disparate instructions stored in different locations which, when joined logically together, comprise the circuit and achieve the stated purpose for the circuit
  • a circuit of computer readable program code may be a single instruction, or many instructions, and may even be distributed over several different code segments, among different programs, and across several memory devices.
  • operational data may be identified and illustrated herein within circuits, and may be embodied in any suitable form and organized within any suitable type of data structure.
  • the operational data may be collected as a single data set, or may be distributed over different locations including over different storage devices, and may exist, at least partially, merely as electronic signals on a system or network.
  • the computer readable medium (also referred to herein as machine-readable media or machine-readable content) may be a tangible computer readable storage medium storing the computer readable program code.
  • the computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, holographic, micromechanical, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing.
  • examples of the computer readable storage medium may include but are not limited to a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a portable compact disc read-only memory (CD-ROM), a digital versatile disc (DVD), an optical storage device, a magnetic storage device, a holographic storage medium, a micromechanical storage device, or any suitable combination of the foregoing.
  • a computer readable storage medium may be any tangible medium that can contain, and/or store computer readable program code for use by and/or in connection with an instruction execution system, apparatus, or device.
  • the computer readable medium may also be a computer readable signal medium
  • a computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal may take any of a variety of forms, including, but not limited to, electrical, electro-magnetic, magnetic, optical, or any suitable combination thereof
  • a computer readable signal medium may be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport computer readable program code for use by or in connection with an instruction execution system, apparatus, or device.
  • computer readable program code embodied on a computer readable signal medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, Radio
  • the computer readable medium may comprise a combination of one or more computer readable storage mediums and one or more computer readable signal mediums.
  • computer readable program code may be both propagated as an electromagnetic signal through a fiber optic cable for execution by a processor and stored on RAM storage device for execution by the processor.
  • Computer readable program code for carrying out operations for aspects of the present invention may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages.
  • the computer readable program code may execute entirely on the user's computer (such as via the controller 150 of FIGS. 1-3), partly on the user's computer, as a stand-alone computer-readable package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server.
  • the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet Service Provider).
  • LAN local area network
  • WAN wide area network
  • Internet Service Provider an Internet Service Provider
  • the program code may also be stored in a computer readable medium that can direct a computer, other programmable data processing apparatus, or other devices to function in a particular manner, such that the instructions stored in the computer readable medium produce an article of manufacture including instructions which implement the function/act specified in the schematic flowchart diagrams and/or schematic block diagrams block or blocks.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention porte sur un appareil comprenant un circuit de stockage d'énergie, un circuit de moteur, un circuit de charge et un circuit d'accessoires. Le circuit de stockage d'énergie est structuré pour surveiller la capacité électrique actuelle d'un dispositif de stockage d'énergie. Le circuit de moteur est structuré pour surveiller la capacité électrique actuelle d'un moteur. Le circuit de charge est structuré pour (i) surveiller la charge d'accessoires d'une pluralité d'accessoires alimentés électriquement d'un véhicule et (ii) surveiller la charge de chaîne de transmission de la chaîne de transmission du véhicule. Le circuit d'accessoires est structuré pour réduire la charge d'accessoires de la pluralité d'accessoires alimentés électriquement en réponse à une charge totale comprenant la charge d'accessoires et la charge de chaîne de transmission dépassant à la fois la capacité électrique actuelle du dispositif de stockage d'énergie et la capacité électrique actuelle du moteur.
PCT/US2017/024968 2017-03-30 2017-03-30 Gestion de charge de véhicule hybride Ceased WO2018182608A1 (fr)

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PCT/US2017/024968 WO2018182608A1 (fr) 2017-03-30 2017-03-30 Gestion de charge de véhicule hybride

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PCT/US2017/024968 WO2018182608A1 (fr) 2017-03-30 2017-03-30 Gestion de charge de véhicule hybride

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GB2598804A (en) * 2020-09-10 2022-03-16 Motional Ad Llc Managing power of electronic devices on a vehicle
CN115257747A (zh) * 2022-07-22 2022-11-01 重庆长安汽车股份有限公司 一种车辆提升动力的自动控制方法
US11485350B2 (en) 2020-06-26 2022-11-01 Toyota Motor Engineering & Manufacturing North America, Inc. Systems and methods for accessory load adjustment to reduce engine noise
WO2023118988A1 (fr) 2021-12-23 2023-06-29 Cummins Inc. Système de commande pour véhicule électrique hybride

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US20070255488A1 (en) * 2006-05-01 2007-11-01 Ford Global Technologies, Llc Method for compensating for accessory loading
US20120225751A1 (en) * 2010-12-31 2012-09-06 Andreae Morgan Mackenzie Accessory drive motor configuration
US20140200763A1 (en) * 2013-01-11 2014-07-17 Johnson Controls Technology Company Vehicle Accessory Load Controller and Method

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US20070255488A1 (en) * 2006-05-01 2007-11-01 Ford Global Technologies, Llc Method for compensating for accessory loading
US20120225751A1 (en) * 2010-12-31 2012-09-06 Andreae Morgan Mackenzie Accessory drive motor configuration
US20140200763A1 (en) * 2013-01-11 2014-07-17 Johnson Controls Technology Company Vehicle Accessory Load Controller and Method

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11485350B2 (en) 2020-06-26 2022-11-01 Toyota Motor Engineering & Manufacturing North America, Inc. Systems and methods for accessory load adjustment to reduce engine noise
GB2598804A (en) * 2020-09-10 2022-03-16 Motional Ad Llc Managing power of electronic devices on a vehicle
GB2598804B (en) * 2020-09-10 2022-12-14 Motional Ad Llc Managing power of electronic devices on a vehicle
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WO2023118988A1 (fr) 2021-12-23 2023-06-29 Cummins Inc. Système de commande pour véhicule électrique hybride
CN115257747A (zh) * 2022-07-22 2022-11-01 重庆长安汽车股份有限公司 一种车辆提升动力的自动控制方法
CN115257747B (zh) * 2022-07-22 2024-06-11 重庆长安汽车股份有限公司 一种车辆提升动力的自动控制方法

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