METHOD OF ENGINE ASSISTANCE SUPPLIES FOR A BASEADAN HYBRID VEHICLE EXPECTED RANGE OF PROPULSAN

专利摘要:
METHOD OF ENGINE ASSISTANCE SUPPLIES FOR A HYBRID VEHICLE BASED ON THE EXPECTED PROPULSION RANGE, a method of providing assistance for a vehicle's internal combustion engine using an electric motor coupled to the combustion engine is provided; the method consists of predicting a propulsion range based on historical propulsion range data; historical propulsion range data includes one or more distances over which the vehicle has been propelled during one or more previous propulsion cycles; the method still consists of the selective operation of the electric motor to provide assistance to the combustion engine under the predetermined operating conditions of the combustion engine; the assistance provided to the combustion engine in one or more of the predetermined operating conditions is determined based at least in part on the expected propulsion range
公开号:BR112012005362A2
申请号:R112012005362-0
申请日:2010-09-14
公开日:2020-09-15
发明作者:Pandit S.B. (Ravi)；Tejas Krishna Kshatriya；Vaidya Vinay G.
申请人:Kpit Cummins Infosystems Ltd.；
IPC主号:

专利说明:

| o 1/69 “METHOD OF ENGINE ASSISTANCE SUPPLIES FOR A HYBRID VEHICLE BASED ON THE EXPECTED PROPULSION RANGE”.
CROSS REFERENCE TO RELATED PETITIONS This petition claims priority for the benefit of the following patent petitions, the disclosures of which are and incorporated here by reference in their entirety: Indian Patent Petition No. 2108 / MUM / 2009, registration date of 15 September 2009; 'Indian Patent Application No. 2109 / MUM / 2009, registration date of September 15, 2009; International Petition No. PCT / IN2009 / 000655, registration date of 15 November 2009; International Patent Petition No. PCT / IN2009 / 000656, registration date November 15, 2009; and Indian Patent Petition No. 1391 / MUM / 2010, registration date April 30, 2010.
HISTORY The present disclosure generally refers to the field of the vehicle's powertrain systems. More particularly, the present disclosure relates to powertrain systems of hybrid vehicles using a combustion engine and an engine.
Currently, most vehicles in use on the road require a relatively large internal combustion engine to produce the power required for rapid acceleration. The combustion engine in a standard vehicle is typically sized for the peak power requirement. However, most drivers use the peak power of their combustion engines only for a small part (for example, one percent) of their propulsion time. Large combustion engines can be heavy and inefficient, which can result in higher emissions and / or less fuel economy.
Vehicle efficiency can be improved through
. '2/69 | O. the use of a hybrid system that uses an electric motor and a combustion engine.
In some hybrid systems, an electric motor can provide | power to propel the vehicle over a certain range of operating conditions and a combustion engine can provide power to propel the vehicle over a different range of operating conditions (that is, such that only one engine and the engine combustion to provide propulsion 'at any given time). In other hybrid systems, an engine can | CU assist a combustion engine, providing power to propel the vehicle.
Hybrid systems may be able to deliver the required power with a combustion engine that is smaller than that of non-hybrid systems.
Small combustion engines can be lighter, have fewer cylinders and / or normally operate closer to their maximum load than large combustion engines. Using small combustion engines can improve efficiency (e.g., 15th emissions, fuel economy) of a vehicle.
It would be advantageous to provide an improved hybrid system for a vehicle that provides greater fuel economy and! reduced emissions compared to current hybrid systems. | SUMMARY | 20 An exemplary configuration refers to a | method of providing assistance to a vehicle internal combustion engine that uses an electric motor coupled to the combustion engine. the method consists of predicting a propulsion range based on historical propulsion range data.
Historical propulsion range data includes one or more distances over which the vehicle has been propelled during one or more previous propulsion cycles.
The method further consists of selective engine operation to provide assistance to the combustion engine under predetermined operating conditions of the combustion engine.
Assistance provided to the combustion engine in one or q S-PAP "Su" a Á ra “sm“ to | 3/69 more of the predetermined operating conditions are determined based, at least in part, on the predicted propulsion range.
Several other exemplary configurations refer to motor controllers, digital reading media, systems and vehicles configured to use such a method.
. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1A is a schematic view of a hybrid motorized system for a vehicle, according to an exemplary configuration.
FIG. 1B is a schematic view of a hybrid motorized system for a vehicle, according to another exemplary configuration.
FIG. 2A is a block diagram of an engine control system, according to an exemplary configuration.
FIG. 2B is a more detailed block diagram of an engine control system, according to an exemplary configuration, FIG. 3A is a flow chart of a process for controlling an engine to provide assistance for a combustion engine, according to an exemplary configuration.
FIG. 3B is a flow chart of a process for determining the assistance provided for a combustion engine by an engine, according to an exemplary configuration.
FIG. 3C is a contour plot of the efficiency of a sample combustion engine under varying operating conditions, according to an exemplary configuration.
FIG. 3D is a graphical representation of the emissions data resulting from an emissions test, according to an exemplary configuration.
| . 4/69 FIG. 4A is a flow chart of a process for determining the assistance provided to a combustion engine by an engine based on a predicted propulsion range according to an exemplary configuration.
FIG. 48 is an engine assistance table and e that illustrates the average assistance that can be provided at the different energy levels and propulsion ranges available for an exemplary CG set of engine assistance profiles according to an exemplary configuration.
FIGs. 4C to 4F are graphical representations of the assistance provided for a combustion engine by an engine in various propulsion ranges, according to several exemplary configurations.
FIG. 5A is a flowchart of a process for collecting and / or storing information for use in determining a 15th propulsion range according to an exemplary configuration.
FIG. 58 is a flow chart of a process for determining a propulsion range based on historical propulsion range data, according to an exemplary configuration.
FIG. 5C is a flow chart of a process for determining a propulsion range based on historical propulsion range data according to another exemplary configuration.
FIG. 5D is a flow chart of a process for determining a propulsion range based on historical propulsion range data, according to another example configuration.
FIG. 5E is a flow chart of a process for determining a propulsion range based on historical propulsion range data, according to yet another exemplary configuration.
FIG. 6 is a graphical representation of the data of
'5/69 emissions resulting from an emissions test with assistance provided by an engine, according to an exemplary configuration. FIGs. 7A, 7B, 8A and 8B are graphical representations of the emission data resulting from emission tests, according to several exemplary configurations. FIGs. 9A to 9D are graphical representations of the efficiency of a sample combustion engine under various conditions of DC operation according to exemplary configurations. FIGs. 9E to 9H are histograms related to the data represented in FIGs. 9A to 9D, respectively, according to exemplary configurations.
DETAILED DESCRIPTION Taking the figures as a reference, systems and methods are described to assist a combustion engine to provide driving force for a vehicle according to various exemplary configurations. A motor is coupled to the combustion engine and is configured to assist the combustion engine in providing driving force for the vehicle. The engine can be selectively controlled to provide varying levels of assistance under different operating conditions. For example, greater assistance can be provided under operating conditions in which the benefit of assistance (for example, reduced emissions, greater fuel economy, increased power, etc.) is higher, and less assistance may be provided under operating conditions. where the benefit of assistance is less. According to the various exemplary configurations, the amount of assistance provided and / or the operating conditions under which assistance is provided can be varied based on the force available to propel the engine and / or an expected propulsion range or the expected distance driving the vehicle between loads (by '
| . 5 example, for a pluggable hybrid vehicle). In some configurations, assistance can be configured based on the available force to propel the engine (for example, the difference between a discharge start intensity and a maximum discharge intensity for the energy storage device). In other configurations, assistance can - be configured based, alternatively or additionally, on an expected propulsion range.
The range of propulsion can be predicted or calculated | CO based on historical data from a user's propulsion range.
If assistance is not configured for the available load and / or expected propulsion distance, a user may drive the vehicle a shorter than expected distance or the energy storage device (s) may have more energy available than anticipated and the load may remain intact at the end of the propulsion cycle (for example, less than the available amount of assistance can be provided). 15th Alternatively, a user can drive the vehicle over a longer distance than expected or the energy storage device (s) - may have less energy available than expected and the load can be depleted before the end of the propulsion cycle ( for example, the engine may be unavailable to assist the combustion engine for at least part of the propulsion cycle). By configuring assistance based on available force and / or the expected propulsion range, assistance can be customized (for example, optimized) to the expected conditions of the propulsion cycle and assistance can be given weighted (for example, such that available assistance is widely used during the propulsion cycle and the engine is available to assist the combustion engine for most of the propulsion cycle). Determining the expected propulsion range based on historical data can allow a user to benefit from customized engine assistance for the expected propulsion conditions, without having to introduce
RM) | "7/69 parameters for configuring assistance.
Now using FIG. 1A, a hybrid propulsion system 100 and its components are shown in an exemplary configuration. The hybrid propulsion system 100 is configured to be installed in a vehicle (for example, and automobiles such as cars, trucks, utility vehicles, minivans, buses, and the like; tri-pods, scooters, airplanes, boats, etc.), for example through an original equipment manufacturer CU and / or by any other entity as a reconditioning application. The hybrid propulsion system 100 can selectively reduce the propulsion load of a combustion engine and / or increase the torque capacity of a combustion engine, assisting in the rotation of an engine crankshaft. The addition of the hybrid propulsion system 100 to a vehicle aims to improve fuel economy, emission rates and / or vehicle power compared to the same vehicle operating without the 100 hybrid propulsion system. The 100 hybrid propulsion system can be installed in any convenient location in a vehicle and integrated with. any other vehicle components, and can be supplied in a wide variety of sizes, shapes and configurations, and installed using a wide variety of manufacturing and assembly processes according to the various exemplary configurations. All such variations are included in the scope of the present disclosure.
FIG. 1h is a schematic illustration of the hybrid propulsion system 100 according to an exemplary configuration. The hybrid propulsion system 100 typically includes an internal combustion engine 102, an electric motor 104, an engine control unit 106 and an electrical power source shown in FIG. 1 as a battery group 108 including several energy storage devices in the form of electrochemical cells (although pp) | - 8/69 capacitive devices such as supercapacitors and / or ultracapacitors can be used in place of or in addition to batteries according to other exemplary configurations). Internal combustion engine 102 functions as a vehicle propellant generating a torque output that is sufficient to propel one or more wheels 110 of the vehicle.
The BR 104 electric motor is provided to assist the internal combustion engine 102 by reducing the propulsion load of the internal combustion engine 102 and / or by increasing VU the power of this engine.
Electric motor 104 is powered by battery group 108 and controlled by motor control unit 106. In addition to assisting the internal combustion engine 102, reducing the propulsion load of the internal combustion engine 102 and / or increasing the engine power 102, electric motor 104 can also be configured to function as a generator for charging battery group 108 and / or to supply electrical energy to the various 15th electrical components within the vehicle.
Electric motor 104: can be configured to function as a generator (for example, it provides a regeneration function) during one or more operating conditions of the vehicle, such as when the vehicle is going down a ramp, during braking, when the vehicle is moving forward due to its accumulated moment (for example, without the need for driving force from the internal combustion engine 102), and / or during other operating conditions.
Electric motor 104 can also be configured to provide mechanical energy (e.g., rotational mechanical energy, etc.) for operation of one or more systems within the vehicle.
For example, as detailed below, electric motor 104 can be used to power a compressor that is part of a vehicle's air conditioning system.
Still referring to FIG. 1h, the internal combustion engine 102 includes an output shaft, shown as an
'| 9/69 cranks 116 having a first exit 118 and a second exit 120. The first exit 118 is configured to be coupled to a vehicle propulsion mechanism for driving one or more of the wheels 110. According to the illustrated configuration, the the vehicle is front wheel drive and the propulsion mechanism includes a transmission 122 (either an automatic transmission or a manual transmission) coupled to the front wheels 110 through one or more wheel axles, differentials, articulations, etc.
According to various alternative configurations, the hybrid propulsion system 100 can also be used in a rear-wheel drive vehicle and / or a four-wheel drive vehicle.
The internal combustion engine 102 delivers rotational mechanical energy to the propulsion wheels through the transmission 122 through rotation of the crankshaft 116. The electric motor 104 is coupled in parallel with the internal combustion engine 102 to assist the combustion engine - internal 102 in the supply of rotational mechanical energy for the transmission 122. According to the illustrated configuration, the electric motor 104 is coupled to the second output 120 of the crankshaft 116; the second outlet 120 being provided at one end of the crankshaft 116. 20 opposite the first outlet 118 such that the electric motor 104 is coupled to one end of the crankshaft 116 which is opposite the end which is coupled to the transmission 122. The coupling of the electric motor 104 in such a position relative to the internal combustion engine 102 , instead of on the same side as the transmission 122, can simplify the addition of the hybrid propulsion system - 100, particularly - in reconditioning applications.
In addition, the positioning of the electric motor 104 before the transmission 122 allows the electric motor 104 to take advantage of the gear system of the transmission 122 to reduce the load on the electric motor 104. For example, for a vehicle that has a
| '10/69 5-speed manual transmission, the gear ratios can vary between approximately 3.45 and approximately 0.8, as the gear position is changed from the first to the fifth gear. Thus, for the given example, coupling the electric motor 104 to the crankshaft 116 before the transmission 122 could advantageously allow the electric motor 104 to provide an output torque on the first gear that was 3.45 times greater than if the same electric motor 104 would be coupled to crankshaft 116 after transmission 122. As such, the system allows a smaller electric motor 104 to be used to meet the torque requirement of a particular application than if electric motor 104 were coupled to the crankshaft 116 after. the 116 transmission.
The electric motor 104 assists the internal combustion engine 102 by helping to rotate the crankshaft 116 and, 15º with it, reducing the propulsion load of the internal combustion engine 102 and / or increasing the power of the engine 102. As the load of the propulsion ... of the internal combustion engine 102 can be reduced, fuel consumption and / or emission rates can be improved. The amount of assistance provided by electric motor 104, and / or the length of time assistance is provided by electric motor 104, may vary depending on the particular needs and / or parameters of the application in which the hybrid propulsion system 100 is being used. The assistance of the electric motor 104 can help to move the operation of the internal combustion engine 102 to a more efficient operating zone, resulting in reduced emissions, greater fuel economy, etc.
Electric motor 104 typically includes motor housing 124 and output shaft 126. According to an exemplary configuration, electric motor 104 is positioned in relation to internal combustion engine 102 such that the housing
'11/69 124 is adjacent to one side of the internal combustion engine 102, with the output shaft 126 being substantially parallel to and offset (offset) from the crankshaft 116. According to the configuration shown, the electric motor 104 is positioned in front of the internal combustion engine 102 (in relation to the direction of propulsion of the vehicle) and is coupled to the engine and internal combustion 102 via a pulley system 126. The pulley system 126 normally includes a first pulley 128 and a second pulley ”130. The first pulley 128 is pivotally coupled to the second output 120 of the crankshaft 116, while the second pulley 130 is pivotally coupled to the output shaft 124 of the electric motor 104. One | coupling device (eg strap, ribbon, etc.), shown as | a belt 132, is provided between the first pulley 126 and the second pulley
128. | According to several alternative configurations, | the pulley system can be replaced by any other suitable coupling system including, but not limited to, a CS gear system. Using FIG. 1B, the hybrid propulsion system 100 is shown according to another exemplary configuration. According to the illustrated configuration, the electric motor 104 is positioned in relation to the internal combustion engine 102 such that one end of the housing 124 is in front of one end of the internal combustion engine 102 and the output shaft 126 is at least partially aligned (for example, coaxial, concentric, etc.) with the second output 120 of crankshaft 116. An axle coupling (eg universal joint, ring, etc.), shown as a universal coupling 136, is provided between the output shaft 126 and the second output 120 to directly couple the electric motor 104 to the internal combustion engine 102. Universal coupling 136 is configured to compensate for any small misalignment between the output shaft 126 and the second |
'. . 12/69 outlet 120. According to the illustrated configuration, universal coupling 136 is mounted to the first pulley 128, which is rotatably supported by the internal combustion engine 102. Similar to the configuration detailed above with respect to FIG. 1A, the first pulley 128 can support a S $ belt coupled to at least one alternator and a compressor of an air conditioning system. | Now using FIG. 2A, a ”block diagram of a motor control system 200 for a | hybrid vehicle is shown according to a configuration | 10 exemplary.
The engine control system 200 includes a controller | motor 204 configured to generate and / or supply one or more control signals for an electric motor 205 similar to the one described above | in conjunction with the hybrid propulsion system 100. Motor controller 204 may include one or more processors (for example, 15th microcontrollers) and one or more digital readout media (for example, memory) configured to store the various data used by the Roo 200 engine control system and / or instructions that can be executed by the processor (s) to perform various functions.
A motor controller memory 204 may include a motor control module that generates control signals to control motor 205. In some configurations, the motor control module can generate control signals based on one or more of the profiles engine assistance, such as those discussed in greater detail with respect to FIGs. 3 and 4. Motor controller 204 can also be configured to manage the power supplied by an 203 energy storage device (e.g., battery, capacitor, battery and / or capacitor array, etc.). In various configurations, the 203 energy storage device may include one or more lead acid batteries, lithium ion batteries, nickel metal hydride batteries, supercapacitors, and / or others |
MN) | : '13/69 types of energy storage devices.
Motor controller 204 can receive one or more vehicle inputs 201 (e.g., brake, clutch, vehicle speed, rotational speed, temperature, etc.) coming from various sensors, circuits and / or other vehicle components. In some and configurations, engine controller 204 may be configured to generate control signals for the engine and / or manage the energy use of the CV 203 energy storage device based on one or more of the vehicle inputs 201. The controller Motor output 204 can be configured to generate one or more system outputs 202. In various configurations, system outputs 202 may include a power output from the motor controller to establish power to the motor controller, a lamp output from fault to indicate a fault, display outputs to display the various information about the engine controller system '15º 200 (for example, for a vehicle driver, mechanic, etc.), and / or other types of outputs.
Now using FIG. 28, a more detailed block diagram of a possible motor control system 240 is shown according to an exemplary configuration. The motor control system 240 includes a motor controller 254 (for example, a proportional-integral-derivative or PID controller). Motor controller 254 includes one or more processors 262 and memory 264. Memory 264 can include one or more modules (for example, software modules). The modules stored in memory 264 may include a motor control module 268 configured to generate one or more control signals to control the operation of a motor 260 (for example, multi-phase motor, single-phase motor, AC motor, DC motor, motor induction, etc.). The 260 engine can be coupled to a vehicle combustion engine (for example, through a universal coupling
Bs | : '14/69 or a belt) and configured to provide assistance to the combustion engine.
In some configurations, the engine control module 268 can generate control signals based on one or more of the engine assistance profiles, such as those discussed in greater detail with respect to FIGS.3 and 4,. The modules may also include a 266 Power Supply module configured to manage the power provided by one or more 253 energy storage devices. The 253 energy storage devices may include batteries, capacitors, and / or other types of devices of storage.
In some configurations, energy storage devices 253 can be electrically coupled to a capacitor 255 configured to store charge temporarily (for example, energy regenerated by the vehicle during the descent of a ramp, braking, etc.). The 15th energy storage devices 253 can also be connected to a charging device (for example, a pluggable hybrid). The power management module 266 can be configured to determine the amount of available charge remaining on the 253 energy storage devices. In some configurations, the power management module 266, alone or in combination with the motor control module 268, it can be configured to change the control signals provided to the engine 260 based on the load available on the energy storage devices 253 and / or other vehicle operating conditions.
The engine controller 254 can be configured to receive multiple inputs from the combustion engine, | energy storage 253, and / or other vehicle components.
The inputs can include digital 250 inputs (for example, brake, handbrake, clutch, reverse, air conditioning, ignition,
'15/69 mode, such as economy or power, etc.), modulated inputs and / or. - coded 251 (eg vehicle speed sensor, combustion engine speed sensor, encoders, etc.), analog inputs 252 (eg engine temperature, combustion engine temperature, device temperature (s ) 'energy storage, throttle position, manifold pressure, brake position, etc.), and / or other types of inlets.
In some configurations, Vo inputs 250, 251, and / or 252 can be isolated using insulating circuits (for example, galvanic isolators). Information received at inputs 250, 251, and / or 252 can be received from various vehicle sensors (for example, existing vehicle sensors, sensors added to the vehicle for use by the engine control system 240, etc.). In some configurations, inputs 250, 251, and / or 252 can be received via a communication link between two or more 15th microcontrollers (for example, combustion engine or vehicle control modules), such as bypass for the link between two controllers.
In such configurations, the link between controllers can be configured for controller network area bus ("CAN bus") links or links according to another protocol suitable for communication between two controllers in a vehicle. | Motor controller 254 can also be configured to generate one or more outputs (for example, digital outputs, analog outputs, etc.), such as injector outputs 256 and / or system outputs 257. Injector outputs 256 are configured to control the fuel injectors (for example, through one or more controllers) to delay and / or limit the flow of fuel to the combustion engine.
In some configurations, 254 motor controllers can be configured to control the | fuel without modifying an engine control unit |
| : to, 16/69 combustion and / or combustion engine management system. System outputs 257 may include a power supply control output, motor controller cooling fan output, fault lamp output, pump output, and / or other types of outputs used to provide information for and / or control various components of the vehicle. Engine controller 254 can also be configured to generate display information 258 for display to a vehicle driver (for example, on a display on or near the vehicle's instrument panel).
Now using FIG 3, a process flow chart 300 for controlling an engine (for example, engine 104 shown in FIGS. 1A and 16) to provide assistance to a combustion engine (eg, internal combustion engine) 102, shown in FIGS, 1A and 1B) is shown according to an exemplary 15th configuration. Process 300 can be used to selectively control and / or operate the engine to provide assistance to the combustion engine. in one or more predetermined operating conditions of the combustion engine, vehicle and / or hybrid system (for example, engine, energy storage device (s), etc.).
In step 302, process 300 monitors one or more operating conditions of the combustion engine, vehicle and / or hybrid system. A motor controller can monitor operating conditions, such as linear speed, rotational speed (RPM), combustion engine load, acceleration and / or acceleration demand, etc. The engine controller can receive inputs from one or more sensors for use in monitoring the combustion engine operating conditions, such as a vehicle speed sensor, a combustion engine speed sensor (for example, rotational speed) , an accelerator position, a gear position, etc. O
| | . ; 1 17/69 motor controller can be configured to determine (for example, continuously, periodically, etc.) one or more sets of operating conditions for use in determining the assistance to be provided by the motor.
In step 304, the service to be provided by the engine is selectively determined based on the operating conditions monitored in step 302. Service can be determined according to an engine service profile that defines the level of service that must be provided in the various operating conditions.
In one configuration, the Engine assistance profile can be a lookup table (for example, stored in a memory associated with the motor controller) that has the data representing the level of assistance that must be provided at different linear speeds and rotational speeds .
For a set of operating conditions observed by the 15th motor controller in step 302, the motor controller can be configured to search for assistance that must be provided by the motor, if any, in the motor assistance profile.
The assistance to be provided by the engine can then be established on the basis of the value contained in the engine assistance profile that corresponds closely with the conditions of | 20 observed operations.
For example, the engine assistance profile may include a value indicating that the engine must provide a low level of assistance (for example, an engine output torque of ten percent of peak torque) at a speed of 20 km / h a rotation of 3,200 RPM. | In another example, the engine assistance profile may indicate that the engine must provide a higher level of assistance (for example, an! Engine output torque of 90 percent of peak torque) at a speed of 50 km / h a rotation of 1,300 RPM.
In various configurations, the service levels reflected in the engine service profile can be based on other operating conditions, such as
In ; ; 18/69 | demand for acceleration, combustion engine load, gear position, etc.
In step 306, signals are generated to control the operation of the engine (for example, the assistance provided by the engine) based on the level of assistance determined in step 304. The signals can be. generated based on the value obtained from the engine assistance profile for the operating conditions observed in step 302. The generated signals can then be sent to the engine to control the engine operation and / or the assistance provided by the engine to the combustion engine.
In some configurations, for at least some operating conditions (for example, when the operating conditions indicate a demand for acceleration), the engine can be operated. at a higher current (for example, a peak current) or higher torque (for example, a peak torque) than the nominal 15º continuous operation for the motor during such operating conditions (for example, 'indicating a rapid increase emissions and / or demand for power or acceleration) for a short period or pulse.
In some configurations, the highest current and / or torque at which the engine can be operated to provide assistance during such conditions can be three to four times the continuous rated capacity of the engine.
For example, in a configuration, a motor that has a rated continuous current of 50 amps (“A”) can be pulsed at a current level of 180A or some other (for example, predetermined) value above the rated continuous capacity of 50A of the motor.
In another example, an engine having a continuous rated torque of 30 Newton-meters ("N-m") can be pulsed at a torque level of 40 N-m or some other value above the 20 N-m continuous rated capacity of the engine.
When operating the motor at high current and / or torque in the form of short pulses, a small motor can be used (for example, providing cost savings, integration
Po '19/69 | 'easier for the engine with existing components, etc.) without substantially damaging the engine during operation at current and / or torque levels higher than the rated continuous capacity of the engine. Exemplary configurations in which the motor can be operated at a current and / or torque that is higher than its continuous nominal values and are discussed in detail with reference to FIG. 3B. Now using FIG. 3B, a Co-flowchart of a 310 process for determining the assistance to be provided for a combustion engine (for example, the internal combustion engine 102 shown in FIGS. 14 and 1B) by an electric motor (for example, the engine 104 shown in Figures 1h and 18) is shown according to an exemplary configuration. Process 310 can be used to determine an engine assistance profile that defines how the engine will assist the combustion engine under different propulsion conditions (for example, the amount of assistance that will be provided at different linear and / or rotational speeds) . The engine can be adjusted to provide selective assistance to the combustion engine with | based on the determined engine assistance profile. In some configurations, using the engine to assist the combustion engine (for example, based on the engine assistance profile) may allow the combustion engine to be operated more efficiently and / or may provide reduced vehicle emissions, fuel consumption reduced (ie greater fuel economy), increased vehicle power, and / or other benefits.
In step 312 of process 310, the emission data (for example, collected or received) for a combustion engine of interest is determined through a range of operating conditions to characterize the combustion engine. Emission data can include data related to carbon monoxide emissions, emissions
| . - 20/69 carbon dioxide, hydrocarbon emissions, nitric oxide emissions, and / or other vehicle emissions.
In some configurations, other data (for example, different from this, but related to emission data, such as combustion engine load, gear position, acceleration data, etc.) can be used to determine a profile. engine assistance for the combustion engine.
Each type of combustion engine (for example, gasoline, diesel, etc.) is associated with different CU emission data (for example, a different emission profile or curve). For example, the combustion engine of a small hatchback vehicle would likely result in emission data different from that of the combustion engine of a large truck.
Different emission data or emission profiles can be determined for each type of combustion engine for which the hybrid system is used.
In a configuration, the emission data can be collected 15º based on the emissions tests of the combustion engine of interest.
For example, one or more sample combustion engines of a particular type (for example, a used combustion engine in a particular car or line of cars) can be tested for emissions.
In one configuration, emissions can be tested by running the combustion engine on a device (for example, a dynamometer) configured to measure linear speed and / or rotational speed (for example, revolutions per minute ("RPM")) while being measured emission levels (for example, in the vehicle exhaust) using an exhaust gas analyzer or other emission measurement device.
Linear speed and rotational speed are referred to here as 1 speed and RPM, respectively, but it must be considered that they can | other measurements of linear and / or rotational speeds can be used in various configurations.
Emission data can be collected with
| '21/69 basis on the test or tests.
In one configuration, the emission data can be configured to reflect a relationship between at least two of the linear speed, rotational speed and combustion engine emissions.
In configurations where multiple sample combustion engines are tested, emission data can be collected and / or. calculated based on a selection of the result or more desirable and / or accurate results or a combination of the results (for example, the mean of the results, the standard deviation of the results, etc.). In one configuration, an engine assistance profile created based on the emission data can be used for multiple or all combustion engines of the tested type (for example, all types or lines of cars using the tested combustion engine). Determination of emission data for a combustion engine based on test measurements can reduce or eliminate the need to create the 15º assistance profile of an individual or entity engine to access the predetermined emissions data of the combustion engine and / or vehicle (for example, to create the engine assistance profile in a "black box" environment). In other exemplary configurations, predetermined emission data can be provided to the combustion engine and / or vehicle (for example, by the combustion engine and / or vehicle manufacturer) and the emission data provided can be used to create a service profile of engine.
After the emissions data of the combustion engine of interest are obtained, they are analyzed and an engine assistance profile is created based on the analysis of the emission data (step 314). The engine assistance profile can be designed to control the engine to assist the combustion engine in ways that improve its efficiency and reduce emissions.
Referring to FIG. 3cC, a contour graph 350 is shown which illustrates the efficiency of a particular combustion engine according to an exemplary configuration.
The x-axis of graph 350 represents the rotational speed in percentage increments between a minimum RPM and a maximum RPM.
The y-axis of graph 350 represents the load on the combustion engine (for example, absolute pressure in the collecting pipe or MAP) in increments of, percentage between a minimum load and a maximum load.
Graph 350 includes a plurality of zones 352 to 370 where the CO combustion engine operates under varying levels of efficiency.
The combustion engine operates from =. more efficiently when operating in zone 352, which corresponds to a high relative load and low relative RPM.
The combustion engine load, as shown in graph 350, is related to the vehicle's speed; generally, as the vehicle speed increases, the load on the combustion engine also increases.
The efficiency of the combustion engine decreases sequentially as the 15th combustion engine is operated in each zone outside zone 352. For example, the = second most efficient operating zone is zone 354, which is immediately adjacent to zone 352 in graph 350 The third most efficient operating zone is zone 356, the fourth most efficient zone is zone 358, the fifth most efficient zone is zone 360 and so on.
The least efficient zone (for example, the zone where the combustion engine emits the highest emission levels and consumes the most fuel) is zone 372. In some configurations, process 310 can use the engine assistance profile to provide assistance to the combustion engine and 'move the operation from a less efficient zone to a more efficient zone. | Now using FIG. 3D, a graph 375 is shown that illustrates the emission data of a combustion engine or sample vehicle (for example, obtained in step 312 of the exemplary configuration of FIG. 386), according to a configuration
| i. Exemplary 23/69. Graph 375 includes an emissions curve 380 representing the emissions determined with reference to an emissions axis 382. The emissions axis 382 represents emissions in percentage points between a minimum emissions level (for example, in parts per million) and a maximum level of emissions. The emissions reflected in the emission curve 380 in the exemplary configuration illustrated are carbon monoxide emissions. In other configurations | | For example, the emissions can be carbon dioxide emissions,: hydrocarbon emissions, nitrous oxide emissions or other types of emissions. Graph 375 also includes a speed curve (for example, linear speed) 384 representing vehicle speed with reference to speed axis 386. Speed axis 386 represents linear speed in percentage points between a minimum speed (for example , in kilometers per hour ("km / h")) and a maximum speed.
15º In addition, graph 375 includes a time axis 388 representing the time over which the test is performed. The time axis 388 represents the time in percentage points from a test start time (for example, in seconds) to a test end time. In the configuration | illustrated example, the vehicle progressed through its range from low to high speed in increments. For each gear, the vehicle ran at a low speed for gear and the speed was increased (for example, in fixed or variable increments) until a high speed was reached for gear, at which point the vehicle moved to the next gear more high. This process was repeated for the five marches. 390 on the 388 time axis | reflects the time the vehicle went from first to second gear, point 392 reflects shifting from second to third gear, point 394 reflects shifting from third to fourth and point 396 reflects shifting from fourth to fifth gear. In various configurations
| : '24/69 | For example, other tests or variations of the illustrated test can be used to obtain emission data.
Referring again to FIG. 3B, the determination of the combustion engine operating conditions in which the engine assistance is to be provided and / or the level or quantity of: assistance provided is based on the emission data and a profile of: engine assistance is created based on determination (step 314). Assistance VU can be provided through one or more ranges of operating conditions (eg range of linear and rotational speeds) of the combustion engine.
The level of assistance can vary between one or more tracks and / or within a single track.
For example, it can be determined that assistance should be provided in a speed range of 20 km / h to 90 km / h and / or in a rotation range from 1,000 RPM to 3,700 RPM, but that more assistance should be provided in a lower sub-range 15º RPM for a particular speed (for example, for a higher gear) than in a higher RPM sub-range for that speed (for example, for a lower gear). For example, for the exemplary combustion engine shown in Figure 375 of FIG, 3D, it can be determined that more assistance should be provided at point 398, where the RPM is lower, than at point 397, where the RPM is higher.
At higher speeds, lower gears operate at a higher RPM than higher gears that operate at the same speed.
For example, just before point 392, at point 397, the combustion engine operates at a higher RPM in second gear than it does | immediately after point 392, at point 398, at the same speed in third gear.
Providing more assistance at point 398 may have a greater effect on the efficiency of the combustion engine than providing more assistance at point 397; because the RPM is lower in l:,. 25/69 | * same speed at point 398 as at point 397, emissions are higher (as reflected in the 380 emission curve). Providing combustion engine assistance from the engine allows the combustion engine to achieve the desired speed and / or acceleration while operating at a lower RPM than would be possible if the combustion engine were the only component 'providing driving force for the vehicle.
Using as a reference, for example, the graph 350 of FIG. 3C, the provision of assistance (for example, at points 397 and / or 398 in graph 375 of FIG. 3D) can pass the operation of a combustion engine of a less efficient zone (for example, zone 368) to a more efficient zone (for example, zone 362) In some configurations, some assistance may be provided by the engine over the full range of conditions of the combustion engine's 15th operation but the extent (for example, amount) of assistance can be varied based on operating conditions.
After determining the appropriate range and / or service levels, an engine service profile is generated that reflects the | determined assistance that must be provided by the engine.
The engine assistance profile can be stored in a memory associated with the engine and / or engine controller and can be used (for example, via an engine control algorithm) to determine the conditions for | operation under which the engine must provide assistance and the level of assistance.
In some configurations, further assistance may | be supplied to the combustion engine during operating conditions where a rapid increase in power is required (for example, where emission data indicates high emissions or peak emissions temporarily), such as during acceleration.
The inspection of graph 375 of FIG. 3D indicates |
| '26/69 | peaks in the emission curve 380 where the vehicle accelerates (for example, quickly) from a lower speed to a higher speed (as reflected in the speed curve 384). Under these operating conditions, greater assistance can be provided from the engine to react to temporary increases in emissions reflected in the 380 emission curve, (for example, such that temporary increases are less or have a lesser amplitude than without engine assistance) , provide greater power, etc.
In some configurations, the engine can be | operated at a higher current (for example, a peak current) or a higher torque (for example, a peak torque) than the rated continuous operation of the motor during such short-term or pulse operating conditions (for example, as discussed with reference to FIG. 3A). According to the various configurations, the duration and / or amplitude of the pulse may depend on the load demand of the combustion engine (for example, acceleration) and / or emission data.
For example, if the emission data indicates a greater or more prolonged peak in emissions, the pulse applied may be greater in amplitude or size and / or duration than for a smaller or shorter peak in emissions.
In some configurations, a pulse can be applied only if the rate of change of the required power exceeds a certain level (for example, if the acceleration exceeds a certain threshold). In other configurations, a pulse can be applied whenever the vehicle is driven to accelerate and / or the amplitude and / or duration of the pulse may be dependent on the rate of change in power demand (for example, acceleration). In various configurations, the motor controller can be configured to limit the duration and / or amplitude of a pulse to protect the motor from damage.
In some configurations, the pulse amplitude can be limited so that the current and / or torque! |
| : ': 27/69 supplied to the motor do not exceed a peak current and / or torque recommended for the motor (for example, two to five times the rated direct current of the motor). In other configurations, the pulse duration (for example, the amount of time that the current and / or torque is greater than the continuous rated capacity) may be limited by the motor temperature. For example, the motor controller can be] configured to shorten the pulse duration or cut off a pulse if an engine temperature input indicates that the engine is approaching a temperature threshold (for example, a temperature in that the engine can be damaged).
In other configurations, the determination of the assistance to be provided in the various operating conditions of the combustion engine can be based on the frequency with which it is expected to propel a vehicle within one or more ranges of operating conditions. For example, vehicles can be propelled regularly not often at low speeds below 20 km / h (for example, because very few roads have a speed limit below 20 km / h and drivers tend to accelerate the vehicle completely to a normal propulsion speed). It can be determined that little or no assistance can be provided at speeds within this low speed range. In another configuration, it can be determined that little or no assistance should be provided under operating conditions where the speed is within this low range and the RPM is within a high range (for example, 2,500 RPM or higher), but further assistance may be provided under operating conditions where the speed is within this low range and the RPM is within a low range (for example, 1,000 to 2,500 RPM). 'Vehicles can be propelled - with relatively high frequency over a medium speed range (per |:
l: '28/69 | -. 20 km / h to 80 km / h), such as those speeds at which the vehicle is normally operated in second to fourth or fifth gears (for example, in the lower fifth gear range). For example, many roads may have speed limits set within this average speed range.
In some configurations, the engine can be: tuned to provide greater assistance to the combustion engine at this average speed range.
In other configurations, the engine can be 'tuned to provide a higher level of assistance within this average speed range under those operating conditions where the RPM is higher than under conditions where the RPM is lower (for example, to provide greater impact on combustion engine emissions and / or moving the combustion engine during those conditions within a more efficient operating zone). In still other configurations, the determination of the 15th assistance to be provided may be based at least in part on the battery power available to the engine and / or on a desire to conserve battery power so that its charge is not depleted very quickly.
In some configurations, the determination of assistance can balance the efficiency of the combustion engine and / or the reduction of emissions with the time and / or distance over which a charge is available in the battery or batteries.
For example, emissions can be very high for operating conditions where speed is in a very high range (for example, above 90 km / h), but little assistance can be provided in such conditions because the provision of assistance can drain the battery quickly.
In some configurations, assistance may be reduced gradually as speed increases within the higher speed range. | In some configurations, engine assistance can be set such that the engine provides additional torque to allow
Why '29/69 that the vehicle be operated at a low RPM according to the speed:. decreases (for example, allowing the vehicle to slow down without shifting down). Under normal operation (for example, without engine assistance), the combustion engine may not be able to operate at a low speed (for example, 10 km / h) while in a higher gear (for example, fourth gear). Motor assistance can be | provided as the vehicle speed is reduced to allow the user to stay in the same gear (for example, such that the user does not need to slow down to prevent the combustion engine from drowning). This can allow the combustion engine to be operated i (for example, consistently) at a lower RPM at lower speeds instead of continuing through one or more additional gears where the combustion engine can operate at a higher RPM.
After the engine assistance profile has been created, 15º The profile can be implemented in the hybrid system (for example, associated with the engine controller) and the emission data for the combustion engine with engine assistance over a range of operating conditions (for example, speed and RPM) can be determined (step 315). In some configurations, the test (for example, operating parameter range, test equipment, etc.) used to determine emissions in step 315 can be substantially similar to the test used to determine emissions in 312 for consistency.
The emission data determined in step 315 can be inspected and / or analyzed to determine whether further changes to the engine assistance profile are desired (step 320). Additional changes can be implemented if a greater reduction in emissions is desired than reflected in the emissions data determined in step 315 for one or more ranges of operating conditions.
Changes may also be desired if the data for |
RE '. 30/69 JN emissions determined in step 315 reflect a greater reduction in emissions for one or more ranges of operating conditions than desired and a reduction in engine assistance can be implemented to conserve battery power. If additional changes to the engine assistance profile are desired, the engine assistance profile can be adjusted to implement the desired changes (step 325) and process 310 can continue to step 315 and redeterminize the emission data for the combustion engine with assistance provided by the engine as defined in the adjusted engine assistance profile. If no further changes to the engine service profile are desired, the hybrid system (for example, engine and / or engine controller) is adjusted and / or configured based on the engine service profile (step 330).
Several steps of the exemplary configuration shown in FIG. 38 are described as being carried out based on the 15th emission data. However, in other exemplary configurations, similar steps (for example, data analysis and creating an engine assistance profile) can be based on other types of data or vehicle information. For example, in one configuration, an engine assistance profile can be created and / or assistance can be varied based on the load data of the combustion engine (for example, such that greater assistance can be provided under operating conditions for which have a higher load on the combustion engine and less assistance can be provided under operating conditions for which there is a lower load on the combustion engine). In another configuration, an engine assistance profile can be created and / or assistance can be varied based on a gear position (for example, first gear, second gear, third gear, etc., such that greater assistance is provided in some marches than others). In yet other configurations, an engine assistance profile can be created and / or assistance can be varied
'31/69 based on acceleration data and / or an accelerator position (eg accelerator pedal). Now using FIG. 4A, a flow chart of a process 400 for determining the assistance provided for a combustion engine by an electric motor based on a predicted propulsion range is shown according to an exemplary configuration. A limited amount of electrical energy may be available from energy storage devices (for example, batteries and / or capacitors) with which the engine can be propelled to provide assistance to the combustion engine. For example, a pluggable hybrid may be able to travel only a limited distance between load cycles in a hybrid mode (for example, with engine assistance). The distance may depend on the amount of assistance provided by the engine. Although the hybrid system can be configured to regenerate 15th electrical energy for energy storage devices under certain conditions (for example, ramp descent, braking, etc.), the conditions under which energy is regenerated can be limited to such an extent. that the vehicle may still be able to travel a limited distance before the available charge is exhausted and the electric motor is no longer able to provide assistance to the combustion engine.
Assistance can be provided based on an engine assistance profile (for example, created according to a process such as process 300 described above) optimized to provide assistance over a particular approximate distance. However, a vehicle driver may wish to operate the vehicle over different distances at different times. Using process 400, a propulsion range (for example, propulsion distance) can be predicted based on historical propulsion data and an engine assistance profile can be selected based on the predicted propulsion range and used for the | ': 32/69 check the assistance provided by the engine.
For example, an extended propulsion range can be predicted based on historical information and the engine assistance profile can be selected and / or customized for the extended propulsion range, such that the engine can provide assistance over most or all of the propulsion range so that all available energy is not used up prematurely on the trip. i A short propulsion range can be predicted and the assistance profile of | engine can be selected and / or customized for the propulsion range | short, such that most or all of the available energy can be used and the engine can provide greater assistance over the propulsion range.
The 400 process can help improve the efficiency of the hybrid system under varying propulsion ranges and increase the versatility of the hybrid system. - In addition, process 400 can allow assistance provided by: engine to be configured intelligently, without requiring input from a vehicle user.
Under various configurations, one or more steps of the = »process 400 can be performed manually (for example, by a human being) and / or can be implanted on a computer (for example, through instructions stored on one or more digital reading media (for example, a memory)) being executable by one or more processors.
For example, several process steps 400 can be performed by a motor controller such as motor controller 204, described with reference to the exemplary configuration of FIG. 2A, and / or motor controller 254, described with reference to the exemplary configuration of FIG. 2B.
In step 401, process 400 (for example, performed by a motor controller, such as controller 204 and / or 254) determines the amount of energy available to drive the electric motor and assist the combustion engine.
The motor controller can be configured to use one or more inputs (for example, inputs from the
| . ': 33/69 hybrid system), such as a charge input state of the energy storage device (s), to determine the available energy. In some configurations, the available energy may not be equivalent to the total energy stored in the energy storage device (s). $ The hybrid system can be configured to prevent the energy storage device (s) from exceeding a certain maximum discharge depth ("DOD") (for example, DOD 50%, DOD 60%, DOD 70%, etc.), for example, to prevent damage to the energy storage device (s). The maximum discharge depth can be determined based on the characteristics of the energy storage device (s), engine, combustion engine, vehicle and / or other factors. The available load can be determined based on the difference between a starting DOD and the maximum DOD. For example, if a battery's maximum DOD is determined to be 60 percent of the battery's 15th total capacity and the starting DOD at the start of the propulsion cycle is 10 percent, then the load available to provide engine assistance above the The course of the propulsion cycle can be determined to be 50 percent of the total battery capacity. In some configurations, the determination of the maximum DOD and / or the available energy may be based on factors such as the battery temperature, the age of the battery, the size of the engine and / or other factors.
Discharge depth is a measure of how much of an energy storage device’s storage capacity has been exhausted. In some configurations, the power available to provide assistance can be determined based on a state of charge ("SOC") of the energy storage device (s). The SOC of an energy storage device is inversely related to its DOD. Available energy can be determined based on the difference between a starting SOC and a SOC
E: 34/69 determined minimum of the energy storage device (s). For example, if the minimum SOC is 40 percent of a battery's total capacity and the starting SOC is 90 percent, then the available load for providing engine assistance can be determined to be 50 percent of the battery's capacity.
In step 402, a motor controller (for example, motor controller 204 and / or 254) is configured to provide a propulsion range for use in establishing the assistance that must be provided to the combustion engine by the electric motor. In some configurations, the engine controller can be configured to predict the propulsion range at the start of a propulsion cycle (for example, after the vehicle has started after charging the energy storage device). In other configurations, the engine controller can be configured to modify the 15 ° propulsion range forecast during the propulsion cycle (for example, in determining that the actual propulsion range is close to exceeding the predicted propulsion range). In one configuration, the propulsion range can be predicted based on historical propulsion range data or data related to the propulsion distance during previous propulsion cycles (for example, between previous adjacent load cycles) or in previous days (for example , in an automatic range determination mode). Historical propulsion range data can be accumulated over time (for example, over a number of days and / or a number of propulsion cycles) and can be stored in a memory accessed by the motor controller. Historical drive range data can be based on various inputs, such as distance data (for example, from a odometer), time data (for example, from a motor controller clock circuit) , battery charge data (for example, from a battery charger), etc. In one configuration, the controller
| :: 35/69 and the motor can be configured to store in memory a record of the propulsion distance of each day for a number of previous days (for example, 90 days). In another configuration, the motor controller can be configured to store in memory a record of the propulsion distance during each number of propulsion cycles (for example, between adjacent loads).
“Historical propulsion data stored in memory can be processed to predict the propulsion range to be used in determining engine assistance. In some configurations, the predicted propulsion range can be calculated based on the mean, standard deviation, etc. recent historical propulsion range data. For example, the engine controller can calculate the expected propulsion range for averaging historical propulsion ranges for the previous twenty days. In other configurations, the range of propulsion can be predicted 15º based on a present date or day of the week. For example, - to predict the propulsion range for a Tuesday, the engine controller can be configured to consider (for example, along with the 'average) the propulsion ranges for a number of previous days of the week (for example , working days). To predict the propulsion range for a Saturday, | 20 the engine controller can be configured to consider historical propulsion ranges for a previous number of weekend days (for example, not useful). In some cases, a user may participate in a recurring event that occurs in a day of the week, day of the month, private dates, etc. In some configurations, the propulsion range can be predicted for a day when a recurring event occurs considering a number of previous days on which the recurring event occurred. For example, if a user has a recurring event on a Wednesday, the controller | engine settings can be configured to predict the propulsion range based on historical propulsion ranges for recent Wednesdays. If the
| 36/69. . If a user has a recurring event on the second Thursday of each month, the engine controller can be configured to predict the propulsion range taking into account historical propulsion range data for the second Wednesday of each of the previous six months.
In various configurations, the propulsion range can be predicted based on several other considerations.
The construction of historical propulsion range data and the prediction of a propulsion range are discussed here in detail with reference to FIGs. 5A to 5E according to the various exemplary configurations. - In some configurations, the propulsion range can be predicted based on the analysis of one or more trends in the. historical propulsion range data.
The engine controller can be configured to analyze historical propulsion range data for the previous propulsion cycles (for example, days) and identify any similarities between historic ranges for two or more of the | propulsion.
The motor controller can be configured to review the | historical propulsion range data for a particular previous time period or a specific number of previous propulsion cycles and identify any historical ranges within a certain tolerance from one to the other.
The engine controller can be configured to compare dates, days of the week, trends in number of propulsion cycles, etc. for those historical ranges within tolerance and determine whether there is a correlation or trend as when similar historical ranges occur.
If there is a trend, the engine controller can recognize the trend and predict the propulsion range for days within the trend based on historical ranges within tolerance.
In various configurations, the motor controller can be configured to recognize different trends.
For example,
| . "37/69 ã a user can drive within a relatively fixed propulsion range from Monday to Thursday of each week (for example, to travel to a work location). The engine controller can identify that the propulsion ranges for most days between Monday and Thursday within a given time period (for example, 30 days) fall within the range of similar values (for example, within a given tolerance of a common value , such as within seven kilometers of 50 kilometers or between 43 kilometers and 57 kilometers.) The engine controller can then determine that the propulsion range for a day between Monday and Thursday is likely to fall within one similar propulsion range and can predict the propulsion range to fall within the similar range.
For example, the engine controller can calculate the expected range of propulsion for averaging the ranges for a number of previous days that fell on Monday through Thursday and that were within the common value tolerance.
In another configuration, the motor controller can be configured to recognize a trend related to a historical propulsion range that is recurring (for example, monthly, weekly, etc.). Such a trend may correspond to a recurring event, such as a weekly meeting.
For example, a user can have a meeting at a remote location that takes place every Tuesday and adds another 20 km to the user's typical propulsion range. 'The engine controller can be configured to identify that the user travels approximately 20 km more every Tuesday than on other business days, Tuesdays, etc.
The engine controller can be configured to predict the propulsion range for a Tuesday when the user | have the meeting based on historical propulsion range data for the previous Tuesdays the user had the meeting (for example, as identified by the engine controller based on the recurring propulsion range trend).
| = 38/69%: & * In step 403, an engine assistance profile is determined based on the available energy determined in step 401 and / or the propulsion range provided in step 402. In one configuration, a plurality of engine profiles Motor assistance, each associated with a different available energy level and / or predicted propulsion range, is stored in a memory (for example, from the motor controller) and an appropriate motor assistance profile is selected from the stored profiles.
Each plurality of engine assistance profiles can be based and / or optimized for a particular available energy level and / or predicted propulsion range.
Engine assistance profiles associated with a greater amount of available energy and / or shorter propulsion range can provide a higher level of assistance over the range of operating conditions than engine assistance profiles associated with a smaller amount of power. available energy and / or longer range. 15º As the load available to feed, the engine decreases and / or the range associated with the engine assistance profiles increases, the assistance can DS be selectively reduced to prolong the available battery charge in such a way that the assistance is reduced in the circumstances and / or for | operating conditions that result in less benefit reduction (eg emissions, fuel economy, etc.). In some configurations, each profile! Engine assistance can be based on an available energy level and a predicted propulsion range.
For example, an engine assistance profile can be associated with an available energy level of 60 percent of the capacity of the energy storage device and an expected propulsion range of 50 km.
Another engine assistance profile can be associated with an available energy level of 40 percent of the capacity of the energy storage device and an estimated 80 km propulsion range.
For each available energy level you can
| o 39/69 and * and * ** there are several profiles, each related to different predicted propulsion ranges.
For each predicted propulsion range, there may be several profiles, each related to a different available energy level.
In several other configurations, each engine assistance profile can be based on one or both of the available energy levels and / or the expected propulsion range and can be modified based on factors on which the profile is not explicitly based.
For example, in one configuration, an engine assistance profile can be based on an expected 60 km propulsion range and the assumption that the energy storage device is fully charged.
If the energy storage device is not fully charged, the engine assistance profile can be modified (for example, by decreasing or eliminating assistance under certain operating conditions). The engine assistance profiles for each 15º available energy level and / or expected propulsion range can be created and / or customized based on similar methods and / or considerations t discussed with reference to the exemplary configuration shown in FIG. 3A.
In some configurations, engine assistance profiles for the higher predicted propulsion ranges and / or lower available energy levels can be generated by reducing the assistance provided in one or more operating conditions when compared to engine assistance profiles having lower expected propulsion ranges and / or higher available energy levels.
For example, the level of assistance provided in one or more operating conditions where assistance may have a less beneficial impact (for example, on emissions and / or fuel economy) may be reduced.
In addition, engine assistance profiles for lower predicted propulsion ranges and / or higher available energy levels can be generated by increasing the assistance provided in one or more operating conditions when compared to |
| ". 40/69 | s * | PLA engine assistance profiles associated with higher predicted propulsion ranges and / or lower available energy levels. For example, the level of assistance provided under one or more operating conditions where assistance can have a greater beneficial impact can be increased.
In other configurations, assistance can be provided under different operating conditions for different engine assistance profiles. For example, in some configurations, engine assistance profiles for higher predicted propulsion ranges and / or | lower available energy levels can be generated by eliminating assistance in one or more operating conditions when compared | engine assistance profiles with predicted propulsion ranges: lower and / or higher available energy levels. For example, assistance cannot be provided for one or more operating conditions where assistance can have a less beneficial impact (for example, on emissions and / or fuel economy). In addition, | engine assistance profiles for lower 'predicted propulsion ranges and / or higher available energy levels can be generated by providing assistance in one or more operating conditions where assistance is not provided in accordance with engine assistance profiles | 20 having higher predicted propulsion ranges and / or energy levels | lower available. For example, assistance can be added to | one or more operating conditions where assistance can have a greater beneficial impact. Ú Now using FIG. 48, an engine assistance table 410 is shown that illustrates the average assistance that can be provided at the different energy levels available and | predicted propulsion ranges, for an exemplary set of engine assistance profiles according to an exemplary configuration. Table 410 includes four columns representing different ranges of
=. .-—— 1 RSS | o '41/69 i predicted propulsion (eg 40 km, 60 km, 80 km and 100 km) and four lines representing the different energy levels available (for example, represented as percentages of the total capacity of the device (s) energy storage). The values presented in the various cells of table 410 represent the average assistance provided on the propulsion cycle (for example, the time between load cycles) for | different predicted propulsion ranges and available energy levels, In table 410, an expected 60 km propulsion range and an available load of 70 percent (for example, representing a maximum load) represent a base condition and average assistance for others conditions is provided with reference to this base condition. For example, if the available energy is determined to be 70 percent and the expected propulsion range is 40 km, the average assistance provided over the propulsion cycle may be 120 percent or 20 percent greater than the 15th average assistance provided for an estimated 60 km propulsion range. If the available energy is determined to be 55 percent and the E range propelled is 60 km, the average assistance provided may be 80 | percent or 20 percent less than the average assistance provided for an available energy level of 70 percent. Various other conditions can result in different levels of average assistance as illustrated in the table
410. Table 410 is presented to show that the assistance provided by the engine can be varied based on the available energy level and / or the expected propulsion range, being just one example of how assistance can vary under different conditions. It should be considered that several exemplary configurations can vary the operating conditions under which assistance is provided and / or the extent of assistance in several different ways. In addition, it should be considered that Braduations between available energy levels, expected propulsion ranges and / or assistance levels may differ in the various configurations |
T] 'v 42/69 exemplary. All of these variations are included in the scope of the present disclosure. | Now using FIGs 4C to 4F as a reference, graphical representations of the assistance provided according to Various engine assistance profiles are shown, each associated with a different predicted propulsion range, according to a configuration | exemplary. Referring specifically to FIG. 4C, a graphic 420 corresponding to an engine assistance profile of a shorter predicted propulsion range (for example, 40 km) is provided according to an exemplary configuration. Graph 420 includes a rotational speed axis 424 (for example, represented as percentage points between a minimum speed and a maximum rotation) and an axis of the motor drive chain 422 (for example, represented as percentage points between a drive chain minimum and 15º a maximum drive current). In some configurations, axis 422 may represent an output torque of the motor (for example, when the output torque is proportional to the drive current). Graph 420 also includes several curves 426, 428, 430, 432 and 434 representing assistance provided at different RPM levels in first, second, third, fourth and fifth gears, respectively.
Now using FIGs. 4D to 4F, graphs 440, 460 and 480 are shown, respectively, according to exemplary configurations. The 440, 460 and 480 graphics correspond to the engine assistance profiles for more and more extensive predicted propulsion ranges (for example, 60 km, 80 km and 100 km, respectively). The comparison of graphics 420, 440, 460 and 480 illustrates how assistance can be selectively altered based on the range of propulsion provided in various exemplary configurations. For example, on graph 440, less assistance can be provided on first gear than on graph |
| : | A 43/69 420 (for example, comparing the first gear curve 426 for a 40 km range to the first gear curve 446 for a 60 km range). Assistance provided in an average range of gears (for example, second, third and / or fourth gears) can be kept relatively constant between the 40 km and 60 km ranges (for example, by comparing curves 428, 430 and / or 432 for a 40 km range with curves 448, 450 and / or 452 for a 60 km range). Referring to FIGs. 4E and 4F, engine assistance profiles can be designed to selectively reduce assistance under certain operating conditions (for example, first and / or fifth gears) to larger predicted propulsion ranges before reducing assistance under other operating conditions (for example, second, third and / or fourth gears). FIGs. 4C to 4F illustrate assistance levels with respect to running positions, but it should be considered that the 15th assistance provided by the engine can be based on various operating conditions (for example, linear speed, rotational speed, etc.) and not necessarily because it is based on running positions. Graphics 420, 440, 460 and 480 are presented to illustrate how the assistance provided by the engine can be varied based on the predicted propulsion range, being just examples of how assistance can vary under different conditions. It should be considered that the various exemplary configurations may vary the operating conditions in which assistance is provided and / or the extent of assistance in several different ways and all such variations are included in the scope of the present disclosure.
; Referring again to FIG. 4A, in step 404, the motor controller is configured to generate control signals to control the operation of the motor based on the | motor assistance determined in step 403. The control signals
R | O ' ! v 44/69 generated can be supplied to the engine and can define how the engine will assist the combustion engine under various operating conditions.
Referring normally to FIGs. 5A to 5SE, various processes related to the collection of historical propulsion range data and the prediction of a propulsion range for | use in determining the assistance to be provided by an engine (for example, in an automatic lane determination mode) according to the various exemplary configurations.
FIG. 5A illustrates a process 500 that can be used to collect historical propulsion range data on which the predicted propulsion range is based.
FIG. 58 illustrates a process 550 that can be used to predict the propulsion range based on historical propulsion range data (for example, collected using a process similar to process 500). FIGs. 5C to 5E illustrate 15º various processes for forecasting a range of propulsion under different - options and / or circumstances according to the various configurations and. exemplary.
Referring specifically to FIG.
SA, a process 500 is shown for collecting and / or storing historical propulsion range data for use in forecasting a propulsion range according to an exemplary configuration.
In step 505, several inputs can be received (for example, by the engine controller) from vehicle sensors, energy storage devices, one or more memories associated with the hybrid system and / or other sources for use in generating data from the historical propulsion range.
For example, the engine controller can receive distance information from the vehicle's odometer.
The engine controller can receive the time, date, day of the week and / or other time information from a vehicle or other computer and the source 45/69.
In some configurations, the motor controller may include an internal clock. configured to provide such information.
The motor controller can receive data related to the state of charge from the energy storage device (s) (for example, from a charging device or battery monitoring device). In various configurations, the motor controller can receive various other types of data, such as battery parameters and / or conditions (eg maximum discharge depth, temperature, etc.), engine parameters and / or conditions (eg torque, speed, temperature, etc.), vehicle parameters and / or conditions (e.g. vehicle speed, combustion engine load, combustion engine torque, combustion engine temperature, etc.) and / or other types of 'data.
In some configurations, a 15th user input device may allow them to be created and selected. multiple user profiles for a vehicle.
For example, the same vehicle can be used by two users, one whose typical daily commute is 70 km and the other whose typical daily commute is 15 km.
If the same propulsion range is used for each user, the determined propulsion range can be substantially shorter than 70 km and substantially longer than 15 km.
The use of different user profiles can allow the motor controller to more accurately predict the expected propulsion range.
In step 510, one or more of the inputs are processed to determine historical propulsion range data at various times and / or under various operating conditions (for example, states of charge). Entry processing may include correlating historical distance data with time data to determine the | total distance (for example, mileage) traveled by the vehicle in
Fo o: 46/69 different points in time. In some configurations, distance data and / or time data can be correlated with state of charge data to determine a relationship between state of charge, time and / or distance over time. In other configurations, | other entries can also be correlated with time data, distance data and / or charge status data. In configurations where multiple user profiles are supported, time i data, distance data, charge status data and / or other data can be correlated with one or more of the user profiles.
In some configurations, input processing may also include determining historical propulsion ranges for one or more time intervals and / or load intervals (eg, propulsion cycles). For example, distance data and time data can be used to determine the distance traveled (for example, propulsion range) in one or more days (for example, subtracting the odometer reading associated with the first hour of the day- odometer reading associated with the last time of day). In another configuration, historical distance data and charge status information can be used to determine the propulsion range for one or more propulsion cycles. For example, for a particular propulsion cycle, odometer readings between two adjacent levels of maximum load can be compared to determine the distance traveled during that propulsion cycle. In configurations where multiple user profiles are supported, historical propulsion range data can be associated with one or more of the user profiles (for example, stored in sets or databases for separate historical propulsion range data within a memory).
In step 515, historical drive range data is stored in memory (for example, in a table | |
Ss | 47/69 search in a memory associated with the motor controller). In some configurations, historical propulsion range data stored in memory may include instant data points related to inputs received (for example, odometer data and / or state of charge data at one or more instants in time). In other configurations, the historical propulsion range data that is stored can also be processed such that it can reflect the; propulsion ranges associated with one or more time periods (eg, days, weeks, etc.) and / or one or more propulsion cycles.
In various configurations, the engine controller can access this historical propulsion range data to determine what assistance should be; supplied to the combustion engine by the electric motor.
Now using FIG. 5B, a process 550 is shown for forecasting a propulsion range with 15 ° base on historical propulsion range data (eg historical Berados propulsion range data according to a process similar to process 500) according to a configuration exemplary.
In step 555, several options can be established defining how the propulsion range is to be determined. Options may include, for example, the number of previous days and / or load cycles that must be considered when determining the propulsion range.
In other configurations, options may include a range of dates, types of day (for example, business day or weekend) and / or one or more days of the week to be considered.
For example, a user can usually drive a particular distance during working days when the main route traveled can be a relatively fixed route to a work location.
The user can drive a different distance during weekend days (for example, if the user does not work on the weekend) and the distance can vary more widely than on weekdays. | o 48/69 In other configurations, parameters can be configured based on other date and / or time information, such as a schedule | of work that can be introduced by a user who doesn't work only during working days or an event (for example, recurring S event) that occurs on a specific day of the week.
In various configurations, options can be set and / or changed in different ways. In some configurations, the motor controller can use a fixed set of options (for example, default options) and can always predict the range of propulsion based on the options set. In other configurations, the motor controller can adjust the default settings based on calculations or observations. For example, if the engine controller calculates the average historical propulsion range for the past ten days and determines; that the average historical propulsion range differs significantly from the average | 15th of the previous fifty days (for example, if the vehicle was propelled on vacation), the engine controller can activate an option to disregard the last ten days in the propulsion range forecast. In some configurations, the motor controller can determine one or more | options based on the trends identified in the historical propulsion range data. In other configurations, a vehicle user may be allowed to establish one or more options (for example, via a user input device). For example, a user can define a recurring event that happens on a specific day each week and the engine controller can be configured to consider the recurring event in the propulsion range forecast.
In step 560, historical drive range data is retrieved from memory. The historical propulsion range data can be retrieved based on the options set out in step 555. For example, if the parameters indicate that the predicted ç A 49/69 propulsion range should be based on the historical data from the previous two weeks, the controller engine can be configured to retrieve historical propulsion range data from the previous two weeks from memory for processing. In another example, if the parameters indicate that the range of propulsion being forecasted should be based on historical data for a Monday, the engine controller can be configured to retrieve historical range data for recent or recent Mondays.
In step 565, the historical propulsion range data is processed and the propulsion range to be used in the assistance configuration provided by the engine is predicted. The historical propulsion range data can be processed based on the - parameters set out in step 555. For example, if the parameters indicate that the propulsion range being determined should be based on 15 ° on the historical data from the previous two weeks, the engine controller can be configured to determine the propulsion range based on historical data for the previous two weeks. The engine controller can determine the propulsion range based on the mean of the propulsion ranges, the standard deviation of the propulsion ranges or based on a different function or analysis from the historical propulsion range data.
In various configurations, the engine controller can process historical propulsion range data differently based on some factors, such as the day of the week, type of day (for example, working day or weekend), etc. For example, in some configurations, the engine controller can be configured to predict the propulsion range for one business day by processing historical data for the other business days only. This can result in a more accurate prediction of the propulsion range if the user follows a relatively regular propulsion routine (for example, going to work) during working days.
: o 50/69 In addition, the engine controller can be configured to predict the propulsion range for a weekend day by processing historical data only for the other weekend days.
In other configurations, the motor controller can be configured to predict the propulsion range for a working day (for example, as indicated via user input to a user input device) processing historical data for other business days only and predict the: propulsion range for non-working days processing historical data only for other non-working days.
In yet other configurations, a user | 10 can indicate (for example, via a 'user input device) the presence of one or more recurring events on a particular date of a month or day of a week.
For example, a user can participate in a sports activity or have a regular monthly or weekly meeting on a specific day.
In such configurations, the engine controller can be configured to predict the propulsion range for a day when the event occurs by processing historical data only for the other days when the event occurred.
In several other configurations. | For example, the engine controller can be configured to predict the propulsion range based on several other factors and / or considerations | 20 (for example, user-defined parameters). In yet other configurations, the motor controller can be configured to predict the | propulsion range based on one or more trends (for example, | related to the day of the week, date of the month, working hours, recurring events, etc.) identified in the historical propulsion range data.
In some configurations, where multiple profiles | are supported, the engine controller can be configured to process historical user data and / or predict the range of propulsion based on the current user of the vehicle (for example, as provided by a user via a vehicle input device) user).
| | , ç 51/69 For example, a vehicle can be associated with two defined users having separate user profiles and / or separate historical propulsion range data. The first user profile can specify a different work schedule, different recurring activities and / or other considerations that are different from those associated with the second user profile. The engine controller can be configured to process historical data and predict a differently predicted propulsion range based on the profile of the active user. For example, the first user can have a recurring event every Tuesday and the engine controller can be configured to predict the propulsion range of the first user on a Tuesday based on historical data from the previous five Tuesdays. The second user may not have the same recurring event on Tuesdays and the engine controller can be configured to predict the propulsion range of the second user based on historical data from the previous normal ten working days (for example, days when there were no recurring and / or special events).
Now using FIG. 5C, a process 570 is shown which can be used to predict a range of propulsion based on historical propulsion data from several previous days according to an exemplary configuration. Process 570 can be used, for example, if a propulsion range has to be predicted exclusively on the average of the historical propulsion ranges for a given number of recent days (for example, the last 30 days). In step 571, the engine controller is configured to retrieve historical propulsion range data from memory for the last 30 days.
In step 572, the engine controller is configured to predict the propulsion range based on historical propulsion range data from the past few days. The engine controller can be configured to calculate the expected propulsion range to average the propulsion distances from the f q 52/69 in the last 30 days.
Now using FIG. 5D, a 580 process is shown that can be used to predict a propulsion range based on historical propulsion data for a number of previous days of similar type (for example, business day or weekend day) according to a configuration exemplary. The 580 process can be used, for example, if a user drives on a relatively fixed route during certain days of the week (for example, to travel to a workplace). In some configurations, a working schedule can be identified as a trend by the motor controller (for example, having the propulsion ranges within a given tolerance from one to the other). In step 581, the motor controller determines a current day of the week (for example, using a clock circuit or calendar module). In step 582, the 15th engine controller retrieves historical propulsion range data from recent days having a similar type to the current day determined: in step 581. For example, if the engine controller determines that the current day is a Tuesday , the engine controller can retrieve historical propulsion range data for the previous business days. If the current day is a Sunday, the engine controller can retrieve historical propulsion range data for the previous weekend days. In step 583, the engine controller is configured to predict the propulsion range based on historical data. For example, if the current day is a Tuesday and the historical data retrieved is for the previous ten working days, the engine controller can be configured to calculate the predicted propulsion range as the average of the propulsion distances over the ten previous business days. | Now using FIG. 5E, a 590 process is shown that can be used to predict a range of
'53/69 “propulsion based on a recurring event according to an exemplary configuration.
The 590 process can be used, for example, if a user regularly drives to a recurring event (for example, a monthly or weekly meeting). In step 591, the motor controller determines a current day of the week.
In step 592, the motor controller determines whether an event is taking place on the current day.
In one configuration, the vehicle can provide the user with a user interface that can allow specifying days or dates when events will occur, which can be stored in memory.
The motor controller can determine if an event is occurring in step 591 by comparing the current day with the data provided by the user stored in memory.
If an event is not occurring on the current day, the engine controller can be configured to retrieve historical propulsion range data from recent days from memory (for example, for a certain number of previous days, based on a type of day, etc.) (step 593). The engine controller is then configured to predict the propulsion range based on historical propulsion range data: retrieved in step 593. If an event is occurring on the current day, the! The engine controller can be configured to retrieve historical propulsion range data from the recent days when the event occurred (step 594). For example, if a user has a recurring meeting every Tuesday, the engine controller can be configured to retrieve the historical propulsion range data for the past seven Tuesdays.
In another example, if a user has a recurring meeting on the fifteenth day of each month, the engine controller can be configured to retrieve the historical propulsion range data for the fifteenth day of the past nine months.
The engine controller is configured to predict the propulsion range based on historical propulsion range data
The 54/69 of the days the event occurred that were recovered in step 594, Using FIG as reference again. 4A, in some configurations, the engine assistance profile can be chosen and / or modified based on the trends present in the historical data stored in the memory and related to the vehicle's previous operating conditions.
In one configuration, the assistance provided by the engine can be modified based on the frequency with which the engine | combustion is operated under one or more operating conditions.
Data regarding the various operating conditions (for example, RPM, speed, running position, etc.) during propulsion cycles, previous days, etc. they can be collected (for example, from sensors) and used to determine trends in the operating conditions under which the combustion engine is operated most frequently.
For example, the engine controller can determine from historical data that a user operates the vehicle 15º most often in the second and third gears (for example, for frequent driving in the city). In response, the engine controller can choose an engine assistance profile that provides more assistance in the RPM and speed ranges related to those gears.
Alternatively, the engine controller can change a chosen or default engine assistance profile by providing greater assistance in the RPM and speed ranges related to the second and third gears.
In other configurations, the engine controller can determine that the combustion engine is operated most frequently within a given speed range and / or RPM range and can be configured to provide greater engine assistance within that speed range and / or RPM.
In the various configurations described here, an appropriate engine assistance profile is chosen from a set of engine assistance profiles based on the available energy level and / or the expected propulsion range.
In another configuration, one at 55/69 | available engine assistance profile (eg default) can be | altered or adjusted based on the available energy level and / or the expected propulsion range (for example, instead of selecting from a Plurality of engine assistance profiles). For example, a default engine assistance profile associated with a 60 km range can be changed or optimized for a predicted 80 km range.
If the predicted propulsion range is shorter than the propulsion range associated with the default engine assistance profile (for example, the default engine assistance profile is associated with a 60 km propulsion range and the propulsion range is predicted to be 40 km), the default engine assistance profile can be changed to provide a higher level of assistance during some operating conditions and / or to provide assistance in some operating conditions where assistance was not provided under the default engine assistance profile.
If the available energy level determined in step 401 is higher than O The energy level associated with the default motor assistance profile (for example, the determined available energy level is 70 percent and the 'default motor assistance profile is associated with a 50 percent available energy level), the default engine assistance profile can be changed to provide a higher level of assistance for some | operating conditions and / or to provide assistance in some operating conditions where assistance was not provided under the default engine assistance profile.
The change can be based on methods such as those described with reference to FIG. 3A, such as a combustion engine RPM, vehicle speed, running position, acceleration, etc.
If the predicted propulsion range is longer than the propulsion range associated with the default engine assistance profile (for example, the default engine assistance profile is associated with a range
At 56/69 60 km propulsion and the propulsion range is expected to be 90 km), the engine assistance profile can be changed to provide a lower level of assistance during some operating conditions and / or eliminate assistance in some conditions where assistance is provided under the default engine assistance profile to conserve load. If the available energy level determined in step 401 is less than the | energy associated with the default motor assistance profile (for example, the | determined available energy level is 40 percent and the | default motor assistance profile is associated with a 50 percent available energy level), the profile engine assistance can be changed to provide a lower level of assistance during some driving conditions | operation and / or eliminate service under some conditions where service is provided under the default engine service profile. For example, assistance can be reduced or eliminated at medium-high RPM, lower 15th (for example, first) and upper (for example, fifth) gears etc.
In some configurations, a user may be allowed to override the predicted distance prediction and, instead, manually provide a distance (for example, in a manual range determination mode). The user can provide input via an input device, such as one or more controls and / or buttons and / or a touchscreen. The input device can be located inside the vehicle and / or on or near the dashboard! vehicle instruments. In a configuration, the user can enter an expected propulsion range or distance. The input propulsion range can represent a range or distance the user expects to travel during | the day and / or between charge cycles of the energy storage device (s). In a configuration, a display can be presented to the user with a plurality of range options (for example, less than 20
| : o 57/69 kilometers ("km"), 20 km, 40 km, 60 km, 80 km, 100 km, greater than 100 km, etc.) from which the user can select a range.
In another configuration, the user can specify a range (for example, type a number on the keyboard or touchscreen that represents the propulsion range). In other configurations, the user can select one or more available modes to customize the range. assistance provided by the engine in various operating conditions.
For example, the user can select an economy mode in which assistance is provided in a way that increases fuel economy and efficiency.
In another exemplary configuration, the user can select a power mode in which assistance is provided in a way that. provides extra power (for example, for acceleration). In others. 'configurations, the modes can be selected automatically with 15º base in the inputs coming from the sensors associated to the vehicle and / or system; : hybrid.
In some configurations, the motor controller can be configured to monitor (for example, continuously, periodically, etc.) the charge level (for example, current charge level, DOD, SOC, etc.) of the energy storage device to ensure that the load level does not exceed the maximum DOD (or, alternatively, stays below the minimum SOC). The charge level can be monitored, for example, using an input of the energy storage device, a charging device for the energy storage device, a monitoring device for the energy storage device, etc.
In various configurations, if the motor controller determines that the load level (for example, current DOD) is close to, or above the maximum DOD, the motor controller can cut off the electrical power to the motor (for example,
A 58/69 | example, turning off engine assistance for the combustion engine). In some configurations, the hybrid system can regenerate energy for the energy storage device (s) while the engine assistance is off (for example, during braking, descending a ramp, etc.). Regeneration can result in an increase in available energy and an increase in SOC or a reduction in | DOD, of the energy storage device (s).
In some | configurations, the motor controller can be configured to reactivate motor assistance after the DOD of the energy storage device (s) returns to a level below the maximum DOD.
In other configurations, the motor controller can be configured to reactivate | engine assistance if the DOD reaches or exceeds a specific threshold - (eg, user defined, defined by the hybrid, static, dynamic system, based on battery and / or engine characteristics, etc.) below | 15 of the maximum DOD of the energy storage device (s).
Per . For example, a battery's DOD may be 60 percent of the battery's capacity. battery and the threshold can be adjusted to 20 percent below the maximum DOD, as if the battery charge had exceeded the maximum DOD of 60 percent and the engine assistance was cut off, the engine assistance could not be reactivated under load battery returned (for example,) through regeneration) to no more than 40 percent of the DOD.
In some configurations, when engine assistance is reactivated, it can be determined according to the same engine assistance profile used before it was cut.
In several other configurations, the motor controller can be configured to select a different profile based on the monitored load level.
In some configurations, the motor controller can be configured to choose a different profile if the load level falls below a predetermined threshold (for example, within 20
| the 59/69 | percent of the battery's maximum DOD). A new profile can be chosen to control the engine assistance which can be based on a lower available load and / or a longer propulsion range than the engine assistance profile being used at the time the load level was below threshold. For example, if the load level has fallen below the threshold under an engine assistance profile associated with an available 60 percent load level and a 50 km propulsion range, a new engine assistance profile can be selected that is associated with a 20 percent available charge level and / or a 100 km propulsion range. In other configurations, the engine assistance profile that was active at the time the load level was below the threshold can be changed and / or assistance can be reduced based on the low load level. For example, assistance provided to the engine in one or more operating conditions can be reduced and / or assistance for one or 15 ° more operating conditions can be eliminated.
In some configurations, the energy level: available and / or the assistance provided by the engine can be determined and / or modified based on an approximate amount of energy expected to be regenerated (for example, during braking, going down a ramp, etc.) by the hybrid system over the propulsion range. In some configurations, the amount of energy that is expected to be regenerated can be determined based on an average (for example, fixed) amount of energy regenerated over a certain distance (for example, stored in a memory associated with the motor controller). For example, a vehicle using the hybrid system can be tuned to regenerate 15 percent of the capacity of the batteries that power the engine after every 60 km of propulsion. If the propulsion range for a propulsion cycle is 60 km, the amount of energy expected to be regenerated can be set to 15 per
| at 60/69 percent of battery capacity. If the propulsion range for a propulsion cycle is 40 km, the amount of energy expected for regeneration can be determined to 10 percent of the battery's capacity.
The amount of energy that is expected to be regenerated can be determined based on historical regeneration data stored in memory. For example, the motor controller can be configured to collect data related to the amount of energy regenerated through propulsion cycles of different lengths and at different times (for example, using battery charge data received, for example, from a battery charging or battery monitoring device). In one configuration, the motor controller can be configured to 'estimate expected regenerated energy based on 15º regenerated energy during one or more previous propulsion cycles of a similar propulsion range or range. For example, if a track is selected. 50 km propulsion, the engine controller can determine the expected regenerated energy to be the average of the regenerated energy values for a number of previous propulsion cycles having propulsion ranges close to 50 km. In another configuration, the motor controller can be configured to determine the expected regenerated energy based on the alternative or in addition to the regeneration data for one or more earlier dates. For example, if the current propulsion cycle for which the expected regenerated energy is being determined is on a Wednesday, the expected regenerated energy can be determined based on the regeneration data for an amount from previous Wednesdays.
In some configurations, the available energy level determined in step 401 can be increased by the amount
] 61/69 of energy expected to be regenerated during the propulsion cycle. For example, if the determined available energy level is 50 percent of a battery's capacity and the hybrid system is expected to regenerate enough energy to replenish ten percent of the battery's charge, the available energy level can be adjusted or increased to 60 percent.
| In other configurations, the assistance provided | by the engine can be modified based on the energy expected to be | regenerated during the propulsion cycle. In a configuration, a different engine assistance profile can be chosen based on the expected regenerated energy. For example, if the available energy level determined in step 401 is 40 percent (regardless of expected regeneration), the propulsion range is 50 kn and the expected regenerated energy is 20 percent of battery capacity, you can 15th an engine assistance profile associated with an available energy level of 60 percent and a propulsion range of 50 km be selected. In another configuration, a selected or default engine assistance profile can be modified based on the expected regenerated energy. Greater assistance may be provided under one or more operating conditions and / or assistance may be provided under one or more operating conditions where assistance could not be provided under the unmodified profile. In various configurations, the assistance provided can be increased (for example, on average) as the expected regenerated energy increases.
Now using FIG. 6, a 600 graph of the emission data resulting from an emissions test with assistance provided by an engine according to an exemplary configuration is shown. The data shown in graph 600 can be obtained using the same test or similar as in graph 375 of FIG. 3D |
U: | o 62/69 i (for example, showing data from a vehicle without assistance from an engine). Graph 500 includes an emission curve 605 that represents the emission data that can be obtained for a vehicle including a hybrid system that provides selective engine assistance according to the various exemplary configurations described here. The effect of the difference between operation without assistance from an engine and operation with assistance is evident after comparing the emission curve 380 of graph 375 with the emission curve 605 of graph 600. Comparing the two emission curves clearly shows that the total emissions over the emission test range is substantially lower on the 605 emissions curve, with the selective assistance of an engine, than on the 380 emissions curve, without any engine assistance. In addition, the comparison of the two emission curves shows that different levels of assistance are provided under different operating conditions. For example, greater assistance appears to be provided in a speed range of 25 to 67 percent, where the difference between the emission curves 380 and 605 is pronounced, than in a speed range of zero to 25 percent, where the difference between the emission curves 380 and 605 are less pronounced.
A vehicle using selective engine assistance, as described here according to the various configurations | example, you can achieve substantial reductions in emissions and / or increases in fuel economy. In one example, for a propulsion range of approximately 11 km, a vehicle using a hybrid system that provides assistance to the combustion engine can achieve a | a reduction in carbon monoxide emissions of approximately 43 percent, a reduction in hydrocarbon emissions of approximately 16 percent, a reduction in nitrous oxide emissions of approximately 53 percent, a reduction in emissions of NS 63/69 carbon dioxide approximately 35 percent carbon and / or an approximately 55 percent increase in fuel economy when compared to a similar vehicle without engine assistance. In several other exemplary configurations, the benefits can be even more substantial depending on the assistance provided to the engine combustion, stored energy available for the system, the expected propulsion range and / or other factors.
In some configurations, fuel economy can increase up to 130 percent or more using engine assistance.
Now using FIGs. 7A, 7B, 8A and 8B, in which graphical representations of the emission data resulting from another emission test are shown in accordance with the various exemplary configurations.
The basic emissions test in FIGs. "7A to 8B is different from the basic test of FIGS 3D and 6. The basic 15th emission test shown in FIGS. 7A to 88 is a propulsion test in which the vehicle is quickly accelerated from one stop to several different speeds and then returns to a stop after each speed is' * - reached (as shown by speed curve 705). The vehicle is then accelerated to a higher speed (for example, 70 percent of a higher speed in a speed range), decelerated to a lower speed (for example, 50 percent), returned to the highest speed (for example, 70 percent) and then accelerated to an even higher speed (for example, 90 percent) before it is stopped .
FIG. 7A includes a graph 700 that illustrates the carbon dioxide emission data that may result from the test operation of a vehicle without engine assistance (for example, a non-hybrid vehicle). The dioxide emissions curve for | carbon 710 is a graphical illustration of carbon dioxide emissions data |
MM) and 64/69 carbon that can be obtained under such a test. FIG. 7B includes a graph 720 that illustrates carbon dioxide emission data that may result from the test operation of a similar engine assisted vehicle (for example, in hybrid mode). The carbon dioxide emissions curve 730 is a graphical illustration of the carbon dioxide emissions data that can be obtained under the test in a hybrid mode using the features that have been discussed here. The comparison of Emission Curves 710 and 730 demonstrates that carbon dioxide emissions can be selectively reduced under several different operating conditions using engine assistance.
FIG. 8A includes a graph 800 that illustrates the carbon monoxide emission data that may result from 'test operation in a non-hybrid vehicle. The "810 carbon monoxide emissions curve is a graphical illustration of the 15 ° carbon monoxide emissions data that can be obtained under such a test. FIG. 8B includes a 820 graph that illustrates the carbon monoxide emissions data that may result from test operation on a similar vehicle with engine assistance (eg in hybrid mode). The 830 carbon monoxide emission curve is a graphical illustration of the carbon monoxide emission data that can be obtained under testing in a hybrid mode using the features that have been discussed here. Comparing the 810 and 830 emission curves demonstrates that carbon monoxide emissions can also be selectively reduced in several different operating conditions using engine assistance. Referring to Figures 9A to 9D, four graphs 900, 905, 910 and 915 are provided illustrating sample results that can be achieved using the various con exemplary figures of a hybrid system as discussed here with
| to 65/69 with respect to FIGs. 1 to 4. The x-axes of graphics 900, 905, 910 and 915 represent the rotational speed in percentage increments between a minimum rotation and a maximum rotation.
The y axes of graphs 900, 905, 910 and 915 represent the load on the combustion engine (for example, measured in the absolute pressure of the collecting pipe or MAP) in percentage increments between a minimum load and a maximum load.
Each of the points shown in graphs 900, 905, 910 and 915 represents data points collected at different times in time and / or different operating conditions during a propulsion simulation test.
Now using FIGs. 9A and 9B, two graphs 900 and 905 illustrate exemplary data for a non-hybrid vehicle or a vehicle in which a hybrid mode is not activated.
Graph 900 illustrates the data for a non-hybrid vehicle being operated with the air conditioning system on and Graph 905 illustrates the data for a non-hybrid vehicle operated with the air conditioning system off.
Charts 900 and 905 reflect data for a combustion engine that is not receiving any assistance from an engine.
The data points shown in charts 900 and 905 are largely concentrated at relatively high rotational speeds, indicating that the combustion engine is often operating at a high RPM.
Now using FIGs. 9C and 9D, graphs 910 and 915 show the exemplary data of a vehicle (for example, the same or similar vehicle) in which a hybrid system such as that described with reference to FIGs. 1 to 5E is active and assistance is provided to the combustion engine by an electric motor.
Graph 910 illustrates data from a hybrid vehicle operated with the air conditioner on and Graph 915 shows data from a hybrid vehicle with exchange of air
| the ideal 66/69 gears (for example, where the vehicle's gear shifting occurred at the most efficient times and / or operating conditions). The data points in graphics 910 and 915 are usually concentrated at lower rotational speeds than in graphics 900 and 905, indicating that the combustion engine is operated more often in a lower RPM range than when the hybrid system is not activated ( for example, as shown in graphs 900 and 905). | The effect of the difference between operation without assistance from an engine and operation with assistance is evident after comparing FIGs. 9A to 9D with FIG. 3B.
Referring to FIG. 3B, a combustion engine is most often operated in a more efficient operating zone when it is running at a lower RPM.
Comparing each of FIGs. 9A to 9D with FIG. 38 (for example, FIGS. 9A and 9C), it can be seen that a large number of data points are within the most efficient operating zones in FIGS. 9 € and 9D (for example, reflecting the assistance provided by the engine) than in FIGs. 9A. and 9B (for example, assistance). The assistance effect is also evident after comparing the data in FIGs. 9E to 9H.
FIGs. 9E to 9H show histograms related to the data represented in FIGs. 9A to 9D, respectively, according to exemplary configurations.
FIGs. 9E to 9H include histograms 920, 925, 930 and 935, generated based on the distribution of the data points shown in graphs 900, 905, 910 and 915, respectively.
Histograms 920, 925, 930 and 935 provide another method for analyzing the frequency with which the combustion engine is operating in the different RPM ranges in the exemplary configurations shown in FIGs. 9A to 9D, Comparison of histograms 920 and 925 with histograms 930 and 935 demonstrates that the combustion engine can operate more frequently at a lower RPM when receiving assistance from j | . 67/69 an engine than when no assistance is received.
As discussed with reference to FIG. 3C, a combustion engine can operate in a more efficient operating zone when operating at a lower RPM.
The phrase "motor controller" as used in the above configurations can mean a device that includes a processor that is used to control the motor.
According to other exemplary configurations, the work performed by the motor controller can be carried out in part or in whole offline or online by another computer.
For example, historical analysis can be performed using an offline computer, after which the relevant information can be transferred to the motor controller.
When used here, the terms "approximately", "about", "substantially" and similar terms' aim to have a broad meaning in harmony with common usage and accepted 15th by those of ordinary skill in the technique to which the subject matter belongs. subject of this revelation.
It should be understood by those of skill: in the technique who examine this disclosure that these terms are intended to allow a description of certain features described and claimed without limiting the scope of these features to the exact numerical ranges provided.
Accordingly, these terms are to be interpreted as indicating inconsequential or insubstantial modifications or changes to the subject matter described and are considered to be within the scope of the disclosure.
It should be noted that the term "exemplary" when used here to describe various configurations is intended to indicate that such configurations are possible examples, representations and / or illustrations of possible configurations (and such a term does not imply that such configurations are necessarily superlative or extraordinary examples). It should be noted that the orientation of the various elements may differ according to other exemplary 68/69 configurations and that such variations are covered by the present disclosure.
It is important to note that the construction and arrangement of the elements shown in the various exemplary configurations is illustrative only. Other substitutions, modifications, changes and omissions can also be made in the design and arrangement of the various exemplary configurations without departing from the scope of the present disclosure. The present disclosure contemplates “methods, systems and program products in any digital reading medium for | 10 carrying out various operations. The settings of this revelation | they can be implemented using integrated circuits, existing computer processors or through a special-purpose computer processor of an appropriate system, incorporated for this or another purpose or by an interconnected system. The configurations within: 15 of the scope of the present disclosure include program products that consist of digital reading media for transportation or having instructions for executable machine or data structures stored on it. Such digital reading media can be any available media that can be accessed by a special or general purpose computer or another machine with a processor. As an example, such digital reading media may consist of RAM, ROM, EPROM, EEPROM, CD-ROM or other optical disk storage devices, magnetic disk storage device or other devices - magnetic storage or any other means that can be used to transport or store the desired program code in the form of executable machine instructions or data structures and that can be accessed by a special or general purpose computer or another machine with a processor. When information is transferred or provided over a network or other communications connection (either
| the 69/69 is interconnected, wireless or a combination of interconnected or wireless) for a machine, the machine appropriately visualizes the connection as a digital reading medium.
Thus, any such connection is properly considered a digital reading medium.
Combinations of the above are also included in the scope of digital reading media.
Executable machine instructions include, for example, instructions and data that cause a general-purpose computer, a special-purpose computer, or special-purpose processing machines to perform certain functions or a group of functions.
Although the figures may show a specific order of the steps in the method, the order of the steps may differ from that: | that is described.
In addition, two or more steps can be performed simultaneously or with partial cooperation.
In various configurations, more, less or different steps can be used with respect to a particular method without departing from the scope of the present disclosure.
Such variation will depend on the software and hardware systems chosen: and the designer's choices.
All such variations are within the scope of the disclosure.
Likewise, software implementations can be carried out using standard programming techniques with rule-based logic and other logic to perform the various connection steps, processing steps, comparison steps and decision steps. | :!

权利要求:
Claims (1)
[1]
to 14
CLAIMS 1) “METHOD OF SUPPLYING ENGINE ASSISTANCE FOR A HYBRID VEHICLE BASED ON THE EXPECTED PROPULSION RANGE”, where the method of providing assistance for an internal combustion engine of a vehicle that uses an electric motor coupled to the combustion engine is characterized by consisting of: prediction of a propulsion range based on historical propulsion range data, in which the | historical propulsion range data includes one or more distances over which the vehicle has been propelled during one or more previous propulsion cycles; and selective engine operation to provide assistance to the combustion engine under the predetermined operating conditions of the combustion engine, where assistance provided to the combustion engine in one or more of the predetermined operating conditions is determined on the basis of at least part of the expected propulsion range.
15º 2) “METHOD” of claim 1, in which the propulsion range forecast. based on historical propulsion range data, it is characterized by - consisting of: identification of at least two historical propulsion ranges in the historical propulsion range data within a predetermined tolerance from one to the other; identification of a trend related to when the historic propulsion bands occurred; and the propulsion range prediction based on at least two historical propulsion ranges within the predetermined tolerance from one to another when a present day falls within the trend.
3) "METHOD" of claim 1, characterized in that the propulsion range is predicted based on an average of historical propulsion range data for two or more previous propulsion cycles.
4) "METHOD" of claim 1, characterized in that the assistance provided to the combustion engine is determined based on at least part of | o 2/4 a frequency with which the vehicle is operated in one or more operating conditions, in which the frequency is determined based on historical vehicle data. 5) The "METHOD" of claim 1, characterized in that the assistance provided to the combustion engine in one or more of the predetermined operating conditions is determined based on at least part of an available energy level of an energy storage device configured to provide power to the electric motor, where the available energy level is based on the difference between a starting energy level and a minimum energy level, where the minimum energy level is higher than a lower possible energy level for the energy storage device such that the available energy level is less than the total energy that can be stored in the energy storage device.
6) “METHOD” of claim 5, characterized by the assistance provided to the combustion engine in one or more of the predetermined operating conditions ... be determined based on at least part of an amount of energy expected to regenerate across the propulsion range, where the amount of energy expected to regenerate is predicted with based on an amount of energy regenerated during one or more previous propulsion cycles.
7) The “METHOD” of claim 5, characterized by consisting of: monitoring an energy level present in the energy storage device, in which the assistance provided to the combustion engine in one or more of the predetermined operating conditions is varied based on at the present energy level.
8) “METHOD” of claim 1, characterized by the stage of selective i operation of the motor consisting of the Bounce of one or more control signals configured to control the operation of the electric motor based on | | o 3/4 one of a plurality of engine assistance profiles, wherein the engine assistance profile is selected from the plurality of engine assistance profiles based on the predicted propulsion range. 9) "METHOD" of any of claims 1 to 8, characterized in that it consists of determining the acceleration data of the vehicle based on the input received from one or more sensors, in which one or more control signals are configured to control the electric motor to provide at least one assist pulse at one or more times when the acceleration data indicates a demand for acceleration by operating the electric motor at a current above the rated direct current of the electric motor. 10) "METHOD" of any of claims 1 to 9, characterized in that the 'electric motor is coupled to a crankshaft of the combustion engine, in which the electric motor is coupled to the crankshaft in 15 ° a first side of the combustion engine combustion and a transmission is coupled to the crankshaft on a second side of the combustion engine opposite to: the first side. 11) “METHOD”, where the motor controller is characterized by consisting of one or more processors configured to execute instructions stored in one or more digital reading media, in which the instructions are executable by one or more processors to implement the method of any of claims 1 to 10, 12) "METHOD" of claim 11, characterized in that the engine controller converts a non-hybrid vehicle to a hybrid vehicle.
13) "METHOD", where one or more digital reading media having instructions stored therein, where the instructions are executable by a processor to implement the method of any one of claims 1 to 10.
| o 4/4 14) “SYSTEM FOR CONVERSION OF A NON-HYBRID VEHICLE INTO A HYBRID VEHICLE”, characterized by consisting of: an electric motor configured to provide assistance to an internal combustion engine in the supply of driving power to the hybrid vehicle; and a controller configured to control an electric motor operation, where the controller consists of one or more processors configured to execute instructions stored on one or more digital readout media, where the instructions are executable by one or more processors to implement the method of any of claims 1 to 10. 15) "VEHICLE", characterized in that it consists of: an internal combustion engine configured to provide driving force for the vehicle; an electric motor configured to assist the combustion engine in providing driving power to the vehicle; and a motor controller configured to control an electric motor operation, where the 15th motor controller consists of one or more processors configured to execute instructions stored on one or more digital reading media, where the instructions are executable by one or more processors to implement the method of any one of claims 1 to 10.
: a - 1/22 '3
BH IS: the <& | Id: 812 8ã 32 Es' 2 8> HT É 33 = FER be at E <, = S 2 S x 7 T and DD) and r> siosal 8 TIM ooo FA Dedo 2 = | . so el To 2 = z & ê &
S |
. 2/22 to 8 l | 8. | = = - 85 212 8º 8 EDITA 5, 318 Es HE) | At 8 o n "e 2 = 83 3: To 3 E at 3rd o S 2 = O to T - ã: É: i 3 o IT" AE - ri S 8 2) o Cs N 3 | 8 Ê /
RM. Í: 3/22 | FIG. 2A] | ; 203 | 200 Energy storage device 202 201: [| System Outputs System Input | Controlled: Motor 205 204 [| Motor
; 240
NX; canegulation 250 253 256 Freto. Storage | Storage. Injector 1 strainer deenerdo | aecnerga Í, Handbrake: Cone vo Infector Storage | storage. Unenersia | anenarga ve do bnleror Clutch 255 o to Injector Cone 3 ”DD" Injector Cut to Roads D '' Biguais qe Cone uj. | Reserve cam Capacitor 264 “Core don. 2 Ignition Reserve On Sar hollow 1 Gone dor). to Reserve Sel Modo 2 Killing Cone Controller of the Ini. 4 Reserve 262 times 264 D> ESS Refigecation Aeroin PD Modus Routes Fault Lamp Cocneado: PP. other sum Cadifcador E 266 Peróis q Resemva2 saving 251 “Resona Management Temp, Motor: of esarad energy Teme.so commune room 258 257 Temp Ber 258 Theme Bat 2 convo ae and motor Est temp. System inputs of Temp.Bal.4 anatgcos ED Sstemade EA eos Bat. Temp 5 Bato 6 260 Pos. To Aceiorano Preguaa aa ningi anos 252
A - 5/22 | FIG. 3A Monitor the operating conditions of the combustion engine, vehicle and / or hybrid system. : Determine the assistance to be provided based on the operating conditions.
Generate signals to control the mator based on the determined assistance.
| , |
MN '*. : 6/22 310 312 N.
Collect emissions data from the 314 combustion engine; Analyze the emission data of the combustion engine and create the engine assistance profile 315 Determine the emission data of the combustion engine with the engine assistance 325 Adjust 0 engine assistance profile 320 Yes FU Additional changes A. for the assistance profile> engine desired No 330 Adjust the engine based on the profile: engine assistance '
. 7122 t FIG. 3C
The 100% Farm] e). | | | 78% NO. - | 67% AND 362 2 56% 8. Õ 1 = 8 E o. 360 Ôõ 33% 366 358 ”- 2 e As 11% =: === 368 DD 370 0% Ld 372 o% 17% 33% 580% 67% 83% 100% Combustion Engine Speed (RPM):
| í. 8/22 'Speed FZ * S * e 3 E É is 8 É sx RR 3 so | g 'eo s = emma doc cen ED = | z z
E = e: ») 8 q == —sB as | E 3: e ———— E = É | '; The tda | ã uu Ns CPE] 8 - n — E a * | rá Asas = "| & =: dE 1" s | 8 TIE Toa º AE, Is oTpototpooo TO OEEE RO do S & = | 3 boo = | & = JE ll im mv ho 8 Ia cd goes 2 k * 8 3 E to 8 É & É Emissão
; !
THE . 9/22 to 400 401. Determine the power available for servicing the propulsion engine! Determine the predicted propulsion range 403 Determine the engine service profile Generate control signals for the engine with «based on the engine service profile o Dm o 10/22 E e = = ss | 2 [/ 33 | / S o o o Ss Es f =) o Ó T Ê x [x | =)> o o o o o o o Ó o co “o 2> a e x x o g RX [e | 2 x E | 3 | 8/8/3) & o = o + x E 2 e e e = = 21 x; if | & / 38 | / 2R | & o nm o O s = x ES x = = o o o o rm o Tg o '
It's 2
E o a E) à o = o o e
T kd. 11/22 + 422 420 Le JA PE e TE ESTO SO nana go 490 ê = 71 X. ma UU RCAS2 8 TR en, nn AA IS SMA l ————— X. rio o bi: & & Dri Teo É asi io resMeRing iMran MstrçT - Iacassas sto ra tion SG 28% rms Dean 8 2
AND IT'S Ô Melon measure 0% 14% 29% 438% 57% 71% N66% 100%
RPM | FIG. 4D o 442 440 446) DOGS ql rm mr r —— Ô ———— Ta - 86% 450 3 452 to 7% Ne. 164 2 rm ——— hey ——
DL RES 4% serum coconuts Tr IRIE atheist TT. <20% to 8 2 10% peer erTTEET ——— Plata amas -, 14% 29% 43% 57% 71% N668% 100%
RPM)
Í 444
'get À | Ds. 12/22 i FIG. 4E 462 460 /> ”100% == oo ns: | - 2 Tm X: Ences SAa at 57% Ne
Ê NE IS 43% Ea SEE Life mao rea sitio ca; ê CNI DO DE a. | 3 29%. pc INTE IsiicAA, & 14% me 0% 14% 29% 438% 87% 71% N86% 100%
RPM FIG. 4F 4a 482 480 E., 86% and ——— RF so It is in the mm 492 g 1%. cent ho 494 2> 2 57% fg etÔ ———— H No S 43% S CILESSENN - 3 20% and TEA 2 Dre & 14% S o%. o% 14% 29% 43% 57% Ti% 86% 100% RPM | ': 484
MM t. 13/22 500! N. 505 | LD Receiving input data 7 | |
Í 510 | Input data process to determine; | . drive range data 8515 Drive range data stored in memory 550 FIG. 5B; 555 Adjustment of options for determining propulsion range A 560 Retrieving historical propulsion range data from memory 565 Process of historical propulsion range data +. for forecasting the known propulsion range | o NEED) - yes: - 14/22 s70 571 Recovery of historical A drive range data from memory for recent days
. 872
Propulsion range prediction based on historical data 581
580 N Determination of a day of the current week 582 Retrieval of historical propulsion range data from memory for recent days. of a similar type as the current day
583
Propulsion range prediction based on historical data
| | . 15/22 591 590 FODÔES »F“ PIPIRPFPICIISICIT <GEEC «SITR« A N Determination of a day of the current week 592 PA << Yes Events have occurred. Not on day E 594 593 Recovery of historical data range Recovery of historical propulsion data from memory for historical range of recent days in which the event occurred memory for recent days Forecast of range of propulsion based on historical data
| : 16/22 Speed '*: S Ego | s---- . = »A * EE 18 == | = "- oO o ia NS o | - = =. | 4 7OTO rAAfO ET Too” = | qs = º o À É | 8 - IS o ee od oo Lee - end 2nd | - Lt | b É '3 8 é É à à É É Emissão
| 17/22 | SS 6G6 Ea, 38 18 [E NENE = X | = | Toe | EGO:: == | = & G at Ú & Le x "Es -
ES À mz o 'z * x x ê ê + e Emission
] a. 18/22 | 8 AND 85 EEE, | 8 | A: ms Ns "TR |! Mo Ie EN In É i so —p—— Pa. | DS | KR == À!; E & 8 Í UGLY = | | =; NA Es: Pod mm 1 -2R 'ê ê & à É & É Emission
Speed E SSEGHEHH E: | x o a = x 8: ê) A 3 E | 2 êÊ | Lo = [A *
EB —— FA Te: e <[= ã "TZ OG LIA 2 o co u den ae | == s & === dE 2 == Lat s FF =, TO == | sn ==) CAs [ot - Or sr Emission
Speed | 3 à É É é é é é É É É, 8 io 8: | : E | = e. & FE y E - sa 9 | == 4 - OE | “A and Lrm; o À FZ = [A dE | E 2 = + + MAXIMUM 3 8 É É é à É Emission
'. and. =. $ 3: 2a ONO behold h 32. "o. * [82Z and E - 8% 3 sE La NR IEÁIEES |. co, Woo de s s5S Rd month. AU, 17 o Ri. Io x $ 8 ed 28 EC. est 87º and a.> 37º o .. SS. Nm T e. TAI E, É ee ARS - s *. *. ETTA [E 2% 3 Q Vero. "X So f 2 É Sar É - e Ss rf. SO o - 8 *. + 2 u ss. É 8 LFERZEAEE SL 7 ”SRRSSBSSEÊ Sdspssadãz Combustion Engine Load z *“ Combustion Engine Load if 8 "SS E: ce:. 82 ta. E Los ae oo.: | Ss ta cd less 4, 1: EsÊ Tt Peg8 «fLoams |!" and Vous the EE. £) 35 “18.0 LES 33 ve. o 33 O! | “Rx * SE et 238 X that [6% and the ss; Rh ca de a ”FS ato oo | 8 Mess | Oo o i * ”Tv x jS 8 BA 3 in r Po 7 ERRTA o + Act. and mn
E IS EL 8 b FR “e ã
FRLLLRRAR KR FER RELA
ESBSBRSSÃES BEPBBESSRO Combustion Engine Load Combustion Engine Load
FS is AB! z Vox uu. T x Ss | 3 Ss E = õ - T C | . FT TN x 1 z o | SR Ss% o o o o o o o ”Frequency” Frequency Aa a * Ace: | Foz 8 | 8 * we leo ea 8 o Ss) + r z die Ss O Ls O) * - —— |
ED NE E DS g EF 2 2 Us E Z E D 3 888 gg at 8 Frequency Frequency

类似技术:

---

公开号 | 公开日 | 专利标题

---

BR112012005362A2|2020-09-15|METHOD OF ENGINE ASSISTANCE SUPPLIES FOR A BASEADAN HYBRID VEHICLE EXPECTED RANGE OF PROPULSAN

---

BR112012005366A2|2020-09-15|engine assistance method for a hybrid vehicle based on user input, its system and device

---

EP2931551B1|2021-07-14|Range extender control

---

US8121802B2|2012-02-21|System and method for determining an expected vehicle drive range

---

KR100949260B1|2010-03-25|Battery prediction control algorism for hybrid electric vehicle

---

CN108883694B|2021-11-02|Range extender control

---

US20150275788A1|2015-10-01|System and method for improving energy efficiency of a vehicle based on determined relationships between a plurality of routes

---

EP2356006B1|2013-11-20|Vehicle battery diagnosis system, and vehicle

---

CN104787029B|2019-01-01|Hybrid vehicle and the method for operation

---

CN105452050B|2018-09-11|Method and apparatus for equilibrium energy storage system

---

EP3659845A2|2020-06-03|Control device of vehicle

---

JP4369688B2|2009-11-25|Method and apparatus for determining remaining capacity of storage battery mounted on vehicle

---

Iu et al.2009|Determining PHEV Performance Potential–User and Environmental Influences on A123 Systems’ Hymotion™ Plug-In Conversion Module for the Toyota Prius

---

KR102370133B1|2022-03-04|method and system for charging and controlling vehicle batteries

---

KR101282616B1|2013-07-12|Indication method for electric vehicle cruising distance

---

JP2021075074A|2021-05-20|Hybrid vehicle and control method of hybrid vehicle

---

Sun et al.2012|Development and testing of an ultrabattery-equipped honda civic hybrid

---

JP2014094698A|2014-05-22|Vehicle control device

---

Smart et al.2009|Determining PHEV Performance Potential–User and Environmental Influences on A123 Systems’ Hymotion™ Plug-In Conversion Module for the Toyota Prius

---

Hu et al.0|Evaluation of Real-World Activity, Energy Use, and Emissions of A Plug-In Hybrid Electric Vehicle

同族专利:

---

公开号 | 公开日

---

MX348341B|2017-06-06|

---

US20110087390A1|2011-04-14|

---

CN102596672A|2012-07-18|

---

EP2477833B1|2013-11-06|

---

KR20120072372A|2012-07-03|

---

US20160114784A1|2016-04-28|

---

MX2012003115A|2012-06-19|

---

JP5774592B2|2015-09-09|

---

CN102596672B|2015-03-04|

---

JP2013504490A|2013-02-07|

---

US9227626B2|2016-01-05|

---

US9884615B2|2018-02-06|

---

WO2011039771A3|2011-05-26|

---

EP2477833A2|2012-07-25|

---

WO2011039771A2|2011-04-07|

引用文献:

---

公开号 | 申请日 | 公开日 | 申请人 | 专利标题

---

---

US1402250A|1913-12-22|1922-01-03|Pieper Henri|Mixed driving of vehicles|

---

US2407935A|1944-05-25|1946-09-17|Chrysler Corp|Electrical machine|

---

FR2360439B1|1976-08-06|1980-06-13|Renault|

---

DE2803145C2|1978-01-25|1985-01-17|Robert Bosch Gmbh, 7000 Stuttgart|Method and device for automatically stopping and restarting an engine to save fuel|

---

US4165795A|1978-02-17|1979-08-28|Gould Inc.|Hybrid automobile|

---

US4296362A|1978-05-18|1981-10-20|Beasley Electric Corporation|Motor having electronically switched stator field current and integral torque control|

---

US4413218A|1979-04-06|1983-11-01|Cmd Enterprise, Inc.|Automatic load seeking control for a multitorque motor|

---

US4286683A|1979-08-20|1981-09-01|Zemco, Inc.|Stop/start control system for engine|

---

US4405029A|1980-01-02|1983-09-20|Hunt Hugh S|Hybrid vehicles|

---

JPS5815729A|1981-07-20|1983-01-29|Toyota Motor Corp|Automatically stopping and starting device of engine|

---

DE3137161C3|1981-09-18|1998-01-29|Bosch Gmbh Robert|Device for controlling an internal combustion engine|

---

JPS5867940A|1981-10-19|1983-04-22|Nissan Motor Co Ltd|Automatically starting/stopping device of engine|

---

JPS59119043A|1982-12-27|1984-07-10|Nissan Motor Co Ltd|Device for forecasting torque generated by engine|

---

JPS59119043U|1983-01-31|1984-08-11|

---

FR2545541B1|1983-05-07|1990-08-17|Lucas Ind Plc|ENGINE STOP / START CONTROL DEVICE FOR A MOTOR VEHICLE|

---

SU1674316A1|1984-07-16|1991-08-30|Воронежский сельскохозяйственный институт им.К.Д.Глинки|Asynchronous reduction motor|

---

US4787043A|1984-09-04|1988-11-22|Chrysler Motors Corporation|Method of measuring barometric pressure and manifold absolute pressure using a single sensor|

---

JPS61205374A|1985-03-07|1986-09-11|Nec Home Electronics Ltd|Contactless spark distributing ignitor|

---

JPS61205374U|1985-06-13|1986-12-25|

---

US4749933A|1986-02-26|1988-06-07|Ben Aaron Max|Polyphase induction motor system and operating method|

---

SU1410194A2|1986-11-25|1988-07-15|Ленинградский электротехнический институт им.В.И.Ульянова |Stator of liquid-cooled electric machine|

---

CA1330828C|1987-10-09|1994-07-19|Jiri K. Nor|Battery charger|

---

US4883028A|1988-04-05|1989-11-28|Wu's Agriculture Machinery Mfg. Co., Ltd.|Foot controlling engine start, stop and brake system|

---

US4926335A|1988-07-25|1990-05-15|General Motors Corporation|Determining barometric pressure using a manifold pressure sensor|

---

DE3940172A1|1989-12-05|1991-06-06|Audi Ag|TWO AXLE VEHICLE|

---

FR2674385B1|1991-03-22|1995-04-28|Alsthom Gec|

---

US5278759A|1991-05-07|1994-01-11|Chrysler Corporation|System and method for reprogramming vehicle computers|

---

US5191766A|1991-06-10|1993-03-09|Vines Frank L|Hybrid internal combustion/steam engine|

---

US5263379A|1991-12-14|1993-11-23|Eaton Corporation|Automatic range shift arrangement|

---

JP3108529B2|1992-02-17|2000-11-13|エムアンドシー株式会社|Battery charging method and device|

---

US5180279A|1992-03-31|1993-01-19|General Motors Corporation|Heat shield and deflector for engine cooling fan motor|

---

US5363379A|1992-04-30|1994-11-08|International Business Machines Corporation|FDDI network test adaptor error injection circuit|

---

FR2692734B1|1992-06-23|1994-08-26|Auxilec|Electric traction chain for motor vehicle.|

---

US5343970A|1992-09-21|1994-09-06|Severinsky Alex J|Hybrid electric vehicle|

---

DE9313958U1|1992-10-14|1993-11-25|Yun Ja Dong|Electric generator for small drive power|

---

JP2827773B2|1992-12-21|1998-11-25|株式会社日立製作所|Method of forming rotating armature and armature winding|

---

US5321979A|1993-03-15|1994-06-21|General Motors Corporation|Engine position detection using manifold pressure|

---

US5403244A|1993-04-15|1995-04-04|General Electric Company|Electric vehicle drive train with direct coupling transmission|

---

JP2868974B2|1993-06-16|1999-03-10|三菱電機株式会社|Automatic engine start / stop device|

---

GB2279183B|1993-06-18|1997-04-02|Cam Mechatronic|Stator lamination design of single-phase induction motors|

---

DE4332499A1|1993-09-24|1995-03-30|Bosch Gmbh Robert|Procedure for completely reprogramming an erasable, non-volatile memory|

---

JP3287940B2|1994-02-21|2002-06-04|マツダ株式会社|Control device for hybrid vehicle|

---

DE4412438C1|1994-04-12|1995-11-16|Daimler Benz Ag|Automatic stopping and starting system for automobile i.c. engine|

---

DE4418069C1|1994-05-24|1995-08-24|Daimler Benz Ag|Security device with electronically encoded access authorisation|

---

JP3385724B2|1994-05-27|2003-03-10|株式会社エクォス・リサーチ|Display device for hybrid vehicle|

---

JP3531250B2|1994-11-24|2004-05-24|日本精工株式会社|Control device for electric power steering device|

---

US5644181A|1995-01-05|1997-07-01|Dayton-Phoenix Group, Inc.|Stator lamination design having a tapered opening|

---

US5542390A|1995-01-30|1996-08-06|Chrysler Corporation|Method of altitude compensation of exhaust gas recirculation in an intake manifold for an internal combustion engine|

---

JPH08289407A|1995-02-13|1996-11-01|Nippon Soken Inc|Power generation control device for hybrid vehicle|

---

JPH08237810A|1995-02-27|1996-09-13|Aqueous Res:Kk|Hybrid vehicle|

---

JP3264123B2|1995-03-06|2002-03-11|三菱自動車工業株式会社|Navigation system for hybrid electric vehicles|

---

US5675645A|1995-04-18|1997-10-07|Ricoh Company, Ltd.|Method and apparatus for securing executable programs against copying|

---

JP3453929B2|1995-05-23|2003-10-06|日産自動車株式会社|Mounting method and mounting structure of motor unit|

---

JPH097601A|1995-06-15|1997-01-10|Toshiba Battery Co Ltd|Positive electrode mixed agent for alkaline battery|

---

US5881559A|1995-07-28|1999-03-16|Isuzu Ceramics Research Institute Co., Ltd.|Hybrid electric vehicle|

---

US5661379A|1995-09-06|1997-08-26|Johnson Consulting, Inc.|Electric motor|

---

US5832896A|1995-09-18|1998-11-10|Zenith Fuel Systems, Inc.|Governor and control system for internal combustion engines|

---

US5653659A|1995-09-27|1997-08-05|Isuzu Motors Limited|Automatic engine stop-start system|

---

JP3094872B2|1995-10-20|2000-10-03|トヨタ自動車株式会社|Control device for hybrid vehicles|

---

US5765656A|1996-01-18|1998-06-16|Weaver; Winstead B.|Hybrid electric motor vehicle drive|

---

US5680031A|1996-03-26|1997-10-21|Norvik Traction Inc.|Method and apparatus for charging batteries|

---

JP3661071B2|1996-04-10|2005-06-15|本田技研工業株式会社|Control device for hybrid vehicle|

---

DE19616166A1|1996-04-23|1997-10-30|Bosch Gmbh Robert|Control device, in particular motor vehicle control device|

---

WO1998017494A1|1996-10-18|1998-04-30|Electromotive, Inc.|Hybrid electric vehicle with electric motor providing strategic power assist to load balance internal combustion engine|

---

JP3531384B2|1996-10-25|2004-05-31|トヨタ自動車株式会社|Hybrid vehicle|

---

US5721375A|1996-11-13|1998-02-24|Ford Global Technologies, Inc.|Method and apparatus for monitoring a valve deactivator on a variable displacement engine|

---

KR100267328B1|1996-12-20|2000-10-16|정몽규|Throttle valve correction method at the abnormal state of throttle position sensor|

---

US6044923A|1997-01-02|2000-04-04|Reagan; David H.|Electric power generation system for limousine|

---

US5781869A|1997-01-29|1998-07-14|John K. Parlett, Jr.|Vehicle reaction timer|

---

DE69820681T2|1997-02-18|2004-12-09|Meritor Heavy Vehicle Systems, LLC, Troy|Drive unit for an electrically powered low-floor vehicle|

---

US5862507A|1997-04-07|1999-01-19|Chrysler Corporation|Real-time misfire detection for automobile engines with medium data rate crankshaft sampling|

---

JP3234865B2|1997-08-22|2001-12-04|本田技研工業株式会社|Failure detection device for fuel pressure sensor|

---

US6367570B1|1997-10-17|2002-04-09|Electromotive Inc.|Hybrid electric vehicle with electric motor providing strategic power assist to load balance internal combustion engine|

---

JPH11125328A|1997-10-27|1999-05-11|Honda Motor Co Ltd|Hybrid vehicle|

---

US6348751B1|1997-12-12|2002-02-19|New Generation Motors Corporation|Electric motor with active hysteresis-based control of winding currents and/or having an efficient stator winding arrangement and/or adjustable air gap|

---

JP3536634B2|1997-12-25|2004-06-14|日産自動車株式会社|Hybrid vehicle control device|

---

JP3401181B2|1998-02-17|2003-04-28|トヨタ自動車株式会社|Drive control device for hybrid vehicle|

---

JP3214437B2|1998-03-06|2001-10-02|トヨタ自動車株式会社|Drive control device for hybrid vehicle|

---

JPH11262105A|1998-03-10|1999-09-24|Honda Motor Co Ltd|Control equipment of hybrid vehicle|

---

DE19911736B4|1998-03-17|2005-12-15|Honda Giken Kogyo K.K.|Machine stop control system for a vehicle|

---

JPH11270668A|1998-03-20|1999-10-05|Nissan Motor Co Ltd|Drive control device for hybrid vehicle|

---

JP3285531B2|1998-03-20|2002-05-27|三菱電機株式会社|Starting device for engine with motor generator|

---

JP3381613B2|1998-03-20|2003-03-04|日産自動車株式会社|Drive control device for hybrid vehicle|

---

US6037751A|1998-07-01|2000-03-14|Gnb Technologies, Inc.|Method and apparatus for charging batteries|

---

US6269290B1|1998-07-01|2001-07-31|Denso Corporation|Engine-motor hybrid vehicle control apparatus and method having engine performance Lessening compensation|

---

US6022048A|1998-07-02|2000-02-08|Navistar International Transportation Corp|Hybrid electric vehicle drive motor mounting module|

---

JP2000030749A|1998-07-10|2000-01-28|Toyota Central Res & Dev Lab Inc|Charging method for on-vehicle secondary battery|

---

DE69937626T2|1998-07-21|2008-10-23|Tokyo R & D Co., Ltd.|HYBRID VEHICLE AND METHOD FOR VEHICLE DRIVING|

---

JP3369484B2|1998-09-02|2003-01-20|本田技研工業株式会社|Control device for hybrid drive vehicle|

---

DE69922221T8|1998-09-14|2006-08-24|Paice Llc|HYBRID VEHICLE|

---

US6209672B1|1998-09-14|2001-04-03|Paice Corporation|Hybrid vehicle|

---

US6766874B2|1998-09-29|2004-07-27|Hitachi, Ltd.|System for driving hybrid vehicle, method thereof and electric power supply system therefor|

---

WO2000020243A1|1998-10-02|2000-04-13|Luk Lamellen Und Kupplungsbau Gmbh|Transmission comprising at least two shafts and an electric motor or an automated clutch|

---

JP2000110609A|1998-10-07|2000-04-18|Toyota Motor Corp|Device for automatically stopping and restarting vehicle engine|

---

US6464026B1|1998-10-09|2002-10-15|John Horsley|Control system for parallel hybrid vehicle|

---

DE19847648A1|1998-10-15|2000-04-20|Vb Autobatterie Gmbh|Procedure for determining the state of charge and the high current carrying capacity of batteries|

---

BR9914864A|1998-10-28|2001-10-30|Luk Lamellen & Kupplungsbau|Process for start / stop control of motor vehicle with automated clutch|

---

DE19849809C2|1998-10-29|2002-10-17|Siemens Ag|Method and device for programming a control device, in particular a motor vehicle|

---

FR2785652B1|1998-11-06|2001-02-02|Valeo|FRICTION CLUTCH WITH FRICTION TRIM WEAR RETRACTION DEVICE, PARTICULARLY FOR A MOTOR VEHICLE, EQUIPPED WITH MEANS OF INFORMATION ON THE DEGREE OF SAID WEAR|

---

US6476532B1|1998-12-29|2002-11-05|Newport News Shipbuilding|Magnetostrictive-compensated core of electromagnetic device|

---

JP3073975B1|1999-02-03|2000-08-07|本田技研工業株式会社|Control device for hybrid vehicle|

---

JP3536704B2|1999-02-17|2004-06-14|日産自動車株式会社|Vehicle driving force control device|

---

JP3685945B2|1999-03-09|2005-08-24|本田技研工業株式会社|Engine control device for hybrid vehicle|

---

JP3376948B2|1999-03-19|2003-02-17|トヨタ自動車株式会社|Exhaust gas purification control device for hybrid vehicles|

---

JP3649031B2|1999-03-19|2005-05-18|日産自動車株式会社|Automatic engine stop / restart device for vehicle|

---

JP3654048B2|1999-05-20|2005-06-02|日産自動車株式会社|Drive control apparatus for hybrid vehicle|

---

US6672415B1|1999-05-26|2004-01-06|Toyota Jidosha Kabushiki Kaisha|Moving object with fuel cells incorporated therein and method of controlling the same|

---

JP2001012272A|1999-06-29|2001-01-16|Toyota Motor Corp|Automatic stop/start device for internal combustion engine|

---

DE19931184A1|1999-07-07|2001-01-11|Bosch Gmbh Robert|Altering controller memory contents involves writing new data that is worthy of security into different memory area before transferring to original memory area contg. replaced data|

---

JP3213293B2|1999-08-02|2001-10-02|本田技研工業株式会社|Engine control device|

---

JP2001047880A|1999-08-05|2001-02-20|Fuji Heavy Ind Ltd|Control device for hybrid vehicle|

---

JP3687429B2|1999-08-05|2005-08-24|日産自動車株式会社|Braking force control device for vehicle|

---

US6463900B1|1999-08-11|2002-10-15|Transportation System & Electric Co., Ltd.|Engine idling stop apparatus, system thereof and signal display apparatus used in the system|

---

JP3490348B2|1999-08-24|2004-01-26|本田技研工業株式会社|Hybrid vehicle control device|

---

JP3574050B2|1999-08-26|2004-10-06|本田技研工業株式会社|Driving force control device for hybrid vehicle|

---

JP3967043B2|1999-09-02|2007-08-29|日産自動車株式会社|Control device for hybrid vehicle|

---

CA2320003C|1999-09-22|2006-03-21|Honda Giken Kogyo Kabushiki Kaisha|Control apparatus for hybrid vehicles|

---

JP3566151B2|1999-10-04|2004-09-15|本田技研工業株式会社|Motor control device for hybrid vehicle|

---

JP4069556B2|1999-10-07|2008-04-02|トヨタ自動車株式会社|Control method for power output device|

---

JP3458795B2|1999-10-08|2003-10-20|トヨタ自動車株式会社|Hybrid drive|

---

JP4470311B2|1999-10-15|2010-06-02|日産自動車株式会社|Travel pattern generator|

---

FR2799697B1|1999-10-19|2004-01-30|Giovanni Tonarelli|SEMI-TRAILER OR TRACTOR OR ROAD TRUCK, EQUIPPED WITH AN ELECTRIC BRIDGE AND A CONTACT PANTOGRAPH, FOR HYBRID, ELECTRIC OR THERMAL ROLLING|

---

KR200178225Y1|1999-10-25|2000-04-15|주식회사유림기연|System for car self diagnosis|

---

JP2001146121A|1999-11-19|2001-05-29|Toyota Motor Corp|Control device for hybrid vehicle with transmission|

---

JP2001140670A|1999-11-19|2001-05-22|Toyota Motor Corp|Control device for direct couplet type hybrid vehicle|

---

DE19963208B4|1999-12-28|2018-07-05|Robert Bosch Gmbh|A method of tampering with a programmable memory device of a digital controller|

---

US6278213B1|2000-01-13|2001-08-21|Delphi Technologies, Inc.|High fill stator design|

---

US6376927B1|2000-01-18|2002-04-23|Saturn Corporation|Hybrid electric drive and control method therefor|

---

US6257214B1|2000-02-03|2001-07-10|Ford Global Technologies, Inc.|Exhaust gas recirculation monitor|

---

IT1319883B1|2000-02-04|2003-11-12|Fiat Ricerche|PROCEDURE AND CONTROL SYSTEM FOR THE PROPULSION OF A VEHICLE|

---

US6247465B1|2000-02-11|2001-06-19|Delphi Technologies, Inc.|System and method for preventing spark-on-make in an internal combustion engine using manifold pressure|

---

JP3614341B2|2000-02-16|2005-01-26|三菱ふそうトラック・バス株式会社|Display device for hybrid electric vehicle|

---

JP2001238305A|2000-02-23|2001-08-31|Nissan Motor Co Ltd|Controller of hybrid vehicle|

---

JP2001270429A|2000-03-24|2001-10-02|Nisshinbo Ind Inc|Device for attaching anti-skid sensor of drum brake|

---

US6555265B1|2000-04-06|2003-04-29|Hawker Energy Products, Inc.|Value regulated lead acid battery|

---

US6307277B1|2000-04-18|2001-10-23|General Motors Corporation|Apparatus and method for a torque and fuel control system for a hybrid vehicle|

---

US6446745B1|2000-06-30|2002-09-10|Michael John Lee|Control system for electric powered vehicle|

---

JP2004521403A|2000-08-02|2004-07-15|シーメンス　ヴィディーオー　オートモーティヴ　コーポレイション|Wireless reprogramming of the vehicle's electronic control unit|

---

US6657315B1|2000-08-25|2003-12-02|Ford Global Technologies, Llc|Method of operating a hybrid electric vehicle to reduce emissions|

---

DE10046986A1|2000-09-22|2002-04-11|Bosch Gmbh Robert|Method and device for controlling a vehicle|

---

JP2002115573A|2000-10-10|2002-04-19|Honda Motor Co Ltd|Hybrid vehicle|

---

GB2367795B|2000-10-11|2004-07-14|Ford Motor Co|A control system for a hybrid electric vehicle|

---

WO2002042625A1|2000-11-27|2002-05-30|Hitachi, Ltd.|Exhaust emission control device of internal combustion engine and control device for car|

---

JP3904388B2|2000-12-04|2007-04-11|松下電器産業株式会社|Control device for hybrid vehicle|

---

JP3788736B2|2000-12-18|2006-06-21|スズキ株式会社|Engine automatic stop / start control device|

---

US6453864B1|2001-01-16|2002-09-24|General Motors Corporation|Crankshaft rotation control in a hybrid electric vehicle|

---

US6622804B2|2001-01-19|2003-09-23|Transportation Techniques, Llc.|Hybrid electric vehicle and method of selectively operating the hybrid electric vehicle|

---

US6483198B2|2001-01-19|2002-11-19|Transportation Techniques Llc|Hybrid electric vehicle having a selective zero emission mode, and method of selectively operating the zero emission mode|

---

DE10103188A1|2001-01-27|2002-08-01|Peter Rust|Motor vehicle with electro-hybrid system, has electric motor and generator connected on v-belt side of engine, or electric motor can be connected on v-belt side without generator|

---

US6427797B1|2001-02-07|2002-08-06|Hui-Lung Chang|Transmission structure of gearbox of electrically actuated car|

---

US20060038516A1|2001-02-20|2006-02-23|Burse Ronald O|Segmented switched reluctance electric machine with interdigitated disk-type rotor and stator construction|

---

JP3701568B2|2001-02-20|2005-09-28|本田技研工業株式会社|Assist control device for hybrid vehicle|

---

JP4193364B2|2001-03-05|2008-12-10|三菱自動車工業株式会社|Electric car|

---

US7185591B2|2001-03-27|2007-03-06|General Electric Company|Hybrid energy off highway vehicle propulsion circuit|

---

US6591758B2|2001-03-27|2003-07-15|General Electric Company|Hybrid energy locomotive electrical power storage system|

---

US6644427B2|2001-04-06|2003-11-11|Ise Research Corporation|System and method for providing parallel power in a hybrid-electric vehicle|

---

GB0109179D0|2001-04-12|2001-05-30|Alstom|Improvements relating to rotary electrical machines|

---

US6487477B1|2001-05-09|2002-11-26|Ford Global Technologies, Inc.|Strategy to use an on-board navigation system for electric and hybrid electric vehicle energy management|

---

JP3712684B2|2001-06-01|2005-11-02|本田技研工業株式会社|Control device for hybrid vehicle|

---

US6616569B2|2001-06-04|2003-09-09|General Motors Corporation|Torque control system for a hybrid vehicle with an automatic transmission|

---

DE50210441D1|2001-06-11|2007-08-23|Siemens Ag|Method for controlling a drive train of a hybrid vehicle|

---

US6581571B2|2001-06-12|2003-06-24|Deere & Company|Engine control to reduce emissions variability|

---

DE10128758A1|2001-06-13|2002-12-19|Bosch Gmbh Robert|Control system for hybrid vehicle regulates proportion of driving power performed by electric motor whereby state of charge of battery does not fall below minimum level ensuring basic functions|

---

JP3864728B2|2001-06-20|2007-01-10|日産自動車株式会社|Rotating electric machine|

---

US20030033709A1|2001-08-08|2003-02-20|Bradfield Michael Duane|High slot-fill stator|

---

JP4029592B2|2001-09-05|2008-01-09|株式会社日立製作所|Auxiliary drive device and automobile equipped with the same|

---

WO2003030341A2|2001-10-01|2003-04-10|Colley Bruce H|Induction generator power supply|

---

EP1302359B1|2001-10-13|2006-06-07|Ford Global Technologies, LLC|Vehicle engine automatic start/stop control method|

---

JP3547735B2|2001-11-22|2004-07-28|本田技研工業株式会社|Engine system, operating method thereof, and engine starting device|

---

JP2003161363A|2001-11-27|2003-06-06|Honda Motor Co Ltd|Breather apparatus for power train of electric automobile|

---

JP3961277B2|2001-12-12|2007-08-22|本田技研工業株式会社|Motor output control device for hybrid vehicle|

---

KR100435694B1|2001-12-18|2004-06-12|현대자동차주식회사|A method for measuring mass of inducted air and a system thereof|

---

US20030144773A1|2001-12-27|2003-07-31|Tatsuya Sumitomo|Control unit for hybrid vehicle|

---

US6674198B2|2002-01-04|2004-01-06|Siemens Vdo Automotive Inc.|Electric motor with integrated heat shield|

---

FR2835661B1|2002-02-07|2007-02-02|STATOR OF MOTOR NOT WITH NOT|

---

ES2207383B1|2002-02-07|2005-06-01|Francisco Gonzalez Mena|HYBRID TRACTION SYSTEM FOR VEHICLES.|

---

JP3714266B2|2002-03-15|2005-11-09|日産自動車株式会社|Auxiliary drive device for idle stop car|

---

US6701880B1|2002-04-12|2004-03-09|Ford Motor Company|Method and apparatus for starting a motor vehicle|

---

ES2270086T3|2002-05-24|2007-04-01|Velocity Magnetics, Inc.|PRIMARY ELEMENT OF A SYNCHRONOUS AND LINEAR PERMANENT MAGNET MOTOR.|

---

JP3810345B2|2002-06-04|2006-08-16|三菱電機株式会社|Transmission control device for vehicle|

---

US6836036B2|2002-06-14|2004-12-28|Dube Jean-Yves|Electric motor with modular stator ring and improved heat dissipation|

---

US6876919B2|2002-06-20|2005-04-05|Ford Global Technologies, Llc|Cylinder specific performance parameter computed for an internal combustion engine|

---

US6861820B2|2002-09-09|2005-03-01|Ford Global Technologies, Llc|Control strategy for an electric motor using real time predictions of motor capability based on thermal modeling and measurements|

---

FR2847523B1|2002-11-27|2005-09-02|Peugeot Citroen Automobiles Sa|HYBRID TRACTION VEHICLE HAVING A DEVICE FOR CONTROLLING THE CHARGE OF THE BATTERY|

---

CN1291855C|2002-12-08|2006-12-27|中国第一汽车集团公司|Power system of double-motor hybrid-power automobile|

---

JP3915698B2|2002-12-27|2007-05-16|アイシン・エィ・ダブリュ株式会社|Control device for hybrid vehicle|

---

SI21435A|2003-01-06|2004-08-31|Vinko Kunc|Insulation interface with capative barrier and procedure of signal transmission with the help of such insulation interface|

---

JP3841297B2|2003-01-21|2006-11-01|スズキ株式会社|Engine automatic stop / start control device|

---

US6769400B1|2003-01-24|2004-08-03|General Motors Corporation|Method for controlling emissions|

---

CA2418686A1|2003-02-07|2004-08-07|Gaetan Leclerc|Motorized semi-trailer|

---

JP3933056B2|2003-02-14|2007-06-20|アイシン・エィ・ダブリュ株式会社|Hybrid vehicle drive control system|

---

JP3838210B2|2003-03-20|2006-10-25|日産自動車株式会社|Exhaust gas purification device for hybrid vehicle|

---

DE10318121A1|2003-04-22|2004-11-11|Robert Bosch Gmbh|Device for programming a control unit|

---

JP2004353630A|2003-05-30|2004-12-16|Toyota Motor Corp|Hybrid power source|

---

JP3941058B2|2003-06-12|2007-07-04|本田技研工業株式会社|Drive device|

---

DE10333210A1|2003-06-30|2005-01-20|Volkswagen Ag|Hybrid vehicle and method for operating a hybrid vehicle|

---

JP3889381B2|2003-08-01|2007-03-07|本田技研工業株式会社|Control device for hybrid vehicle|

---

JP3934093B2|2003-08-12|2007-06-20|本田技研工業株式会社|Control device for hybrid vehicle|

---

US6823840B1|2003-08-21|2004-11-30|General Motors Corporation|Manifold absolute pressure control system and method for a hybrid electric vehicle|

---

US7069136B2|2003-09-05|2006-06-27|General Motors Corporation|Acceleration based cruise control system|

---

US6876098B1|2003-09-25|2005-04-05|The United States Of America As Represented By The Administrator Of The Environmental Protection Agency|Methods of operating a series hybrid vehicle|

---

JP4367077B2|2003-10-09|2009-11-18|日産自動車株式会社|Drive motor mounting structure|

---

US7389837B2|2003-10-20|2008-06-24|General Motors Corporation|Electric power control system for a hybrid vehicle|

---

JP2005130564A|2003-10-22|2005-05-19|Fuji Heavy Ind Ltd|Control device of hybrid vehicle|

---

US7221125B2|2003-11-06|2007-05-22|Y. Ding|System and method for charging a battery|

---

JP3956227B2|2003-11-28|2007-08-08|スズキ株式会社|Start control device for hybrid vehicle|

---

KR20050055928A|2003-12-09|2005-06-14|현대자동차주식회사|Variable intake system monitoring apparatus|

---

DE10359487A1|2003-12-18|2005-07-21|Bayerische Motoren Werke Ag|Control unit with non-operational interface|

---

WO2005060073A1|2003-12-18|2005-06-30|Intelligent Electric Motor Solutions Pty Ltd|Hybrid construction electric machine|

---

US6980898B2|2003-12-19|2005-12-27|Daimlerchrysler Corporation|Downshift acceleration control|

---

US7030580B2|2003-12-22|2006-04-18|Caterpillar Inc.|Motor/generator transient response system|

---

JP3994966B2|2003-12-26|2007-10-24|株式会社エクォス・リサーチ|Travel pattern estimation device|

---

US7076347B2|2004-01-23|2006-07-11|General Motors Corporation|Brake booster vacuum sensor diagnostic|

---

AU2005210624A1|2004-01-30|2005-08-18|Solomon Technologies, Inc.|Regenerative motor propulsion system|

---

US7091839B2|2004-03-09|2006-08-15|Ford Global Technologies, Llc|Indicator for a hybrid electric vehicle|

---

US20050205313A1|2004-03-19|2005-09-22|Gilmore Curt D|Hybrid vehicle with power assisted prop shaft|

---

US20050228553A1|2004-03-30|2005-10-13|Williams International Co., L.L.C.|Hybrid Electric Vehicle Energy Management System|

---

US7069773B2|2004-04-23|2006-07-04|General Motors Corporation|Manifold air flow and manifold absolute pressure residual electronic throttle control security|

---

US7032573B2|2004-04-23|2006-04-25|Ford Global Technologies, Llc|Method and apparatus for indicating air filter maintenance is required|

---

US7082925B2|2004-04-26|2006-08-01|General Motors Corporation|Electronic throttle control with throttle position sensor system and air flow indicators|

---

US7013213B2|2004-05-12|2006-03-14|Ford Global Technologies, Llc|Method for controlling starting of an engine in a hybrid electric vehicle powertrain|

---

US7235029B2|2004-05-21|2007-06-26|General Motors Corporation|Integrated motor clutch for electrically variable transmissions|

---

JP4259403B2|2004-06-04|2009-04-30|トヨタ自動車株式会社|POWER OUTPUT DEVICE, HYBRID VEHICLE HAVING THE SAME, AND METHOD FOR CONTROLLING POWER OUTPUT DEVICE|

---

US7360615B2|2004-06-09|2008-04-22|General Motors Corporation|Predictive energy management system for hybrid electric vehicles|

---

KR100633897B1|2004-06-14|2006-10-16|현대자동차주식회사|system and method for leak/disconnection of PCSV hose in intake system|

---

US20060000650A1|2004-06-23|2006-01-05|Hughey Charles E|Hybrid vehicle conversion kit|

---

US7365468B2|2004-07-20|2008-04-29|Bluway Systems, Llc|Motor stator having transposed winding layers|

---

US20080319594A1|2004-07-23|2008-12-25|Tomohiro Shibata|Control Apparatus for Hybrid Vehicle|

---

US7285869B2|2004-07-29|2007-10-23|Ford Global Technologies, Llc|Method for estimating engine power in a hybrid electric vehicle powertrain|

---

US20060030450A1|2004-08-09|2006-02-09|Kyle Ronald L|Hybrid vehicle formed by converting a conventional IC engine powered vehicle and method of such conversion|

---

US20100044129A1|2004-08-09|2010-02-25|Hybrid Electric Conversion Co., Llc|Hybrid vehicle formed by converting a conventional ic engine powered vehicle and method of such conversion|

---

US20060046894A1|2004-08-09|2006-03-02|Kyle Ronald L|Hybrid vehicle with exhaust powered turbo generator|

---

KR100673442B1|2004-08-25|2007-01-24|엘지전자 주식회사|Stator of Motor|

---

US7027905B1|2004-09-29|2006-04-11|General Motors Corporation|Mass air flow estimation based on manifold absolute pressure|

---

GB2418898A|2004-10-08|2006-04-12|Trl Ltd|Hybrid electric drive system optimising emissions from a vehicle|

---

JP2006112311A|2004-10-14|2006-04-27|Toyota Motor Corp|Exhaust emission control system for hybrid vehicle|

---

US20060249102A1|2004-11-04|2006-11-09|S.I.S. Power, Inc|Devices, systems and methods for controlling introduction of additives into an internal combustion engine|

---

US7520350B2|2004-11-22|2009-04-21|Robert Hotto|System and method for extracting propulsion energy from motor vehicle exhaust|

---

DE102004060078A1|2004-12-14|2006-07-06|Continental Teves Ag & Co. Ohg|Strip of laminations for cores carrying coils of electrical motor or generator, comprises toothed projections between recesses, with yokes connected detachably to strip|

---

US7559387B2|2004-12-20|2009-07-14|Gm Global Technology Operations, Inc.|Deceleration rate based engine spin control and engine off functionality|

---

US7220217B2|2005-01-26|2007-05-22|General Motors Corporation|Engine spin-up control with natural torque smoothing|

---

JP2006230132A|2005-02-18|2006-08-31|Honda Motor Co Ltd|Current supply method, starting method of internal combustion engine, power supply and vehicle|

---

US7600595B2|2005-03-14|2009-10-13|Zero Emission Systems, Inc.|Electric traction|

---

JP4424747B2|2005-03-22|2010-03-03|バンドー化学株式会社|Belt drive|

---

JP4494266B2|2005-03-28|2010-06-30|三菱ふそうトラック・バス株式会社|Shift control device for hybrid vehicle|

---

JP4648054B2|2005-03-31|2011-03-09|日立オートモティブシステムズ株式会社|Hybrid vehicle, control device for electric drive device and electric drive device|

---

US7632212B2|2005-11-25|2009-12-15|Toyota Jidosha Kabushiki Kaisha|Hybrid vehicle and control method of the same|

---

US7370716B2|2005-06-01|2008-05-13|Caterpillar Inc.|Motor/generator|

---

GB2427485C|2005-06-20|2010-12-08|Ford Global Tech Llc|A method for controlling the operation of an engine.|

---

WO2007000054A1|2005-06-29|2007-01-04|Eocycle Technologies Inc.|Transverse flux electrical machine with segmented core stator|

---

DE102005041634A1|2005-08-26|2007-03-01|Gümüs, Cem|Retrofit kit for parallel input or output of mechanical energy in or out of the drive train of a motor vehicle and installation and operating method for it|

---

KR100693725B1|2005-08-30|2007-03-12|씨멘스 오토모티브 주식회사|Method for detecting leakage of intake system|

---

JP4258508B2|2005-09-02|2009-04-30|トヨタ自動車株式会社|Hybrid vehicle and control method thereof|

---

WO2007037972A2|2005-09-23|2007-04-05|Afs Trinity Power Corporation|Method and apparatus for power electronics and control of plug-in hybrid propulsion with fast energy storage|

---

DE102005047940A1|2005-10-06|2007-04-12|Volkswagen Ag|Torque controlling method for e.g. passenger car, involves impressing combustion engine torque in one phase for specific time by electromotive torque so that resulted entire drive torque corresponds to desired torque|

---

US20070095587A1|2005-11-03|2007-05-03|Hybrid Dynamics Corp.|Hybrid vehicle drive train and method|

---

KR100747796B1|2005-11-17|2007-08-08|현대자동차주식회사|Controller and controlling method for Hybrid Electric Vehicle's slope driving|

---

TWI287513B|2005-12-19|2007-10-01|Ind Tech Res Inst|Hybrid power system for vehicle|

---

JP4899467B2|2005-12-21|2012-03-21|新神戸電機株式会社|Lead acid battery|

---

JP4244991B2|2005-12-26|2009-03-25|トヨタ自動車株式会社|Hybrid car|

---

JP5082241B2|2005-12-28|2012-11-28|シンフォニアテクノロジー株式会社|Linear motor and method of manufacturing stator included therein|

---

US7780562B2|2006-01-09|2010-08-24|General Electric Company|Hybrid vehicle and method of assembling same|

---

JP4483789B2|2006-01-13|2010-06-16|日産自動車株式会社|Drive device for hybrid vehicle|

---

US7992662B2|2006-01-18|2011-08-09|General Electric Company|Vehicle and method of assembling same|

---

US20070163819A1|2006-01-18|2007-07-19|Timothy Gerard Richter|Hybrid drive system and method of installing same|

---

US7681676B2|2006-01-23|2010-03-23|Paul Harriman Kydd|Electric hybrid vehicle conversion|

---

US7308799B1|2006-03-02|2007-12-18|Harrison Thomas D|Air conditioning system operating on vehicle waste energy|

---

WO2007103840A2|2006-03-06|2007-09-13|Gm Global Technology Operations, Inc.|Hybrid vehicle powertrain control method and apparatus|

---

JP2007237905A|2006-03-08|2007-09-20|Denso Corp|Program rewriting system for hybrid type vehicle and electronic control device|

---

US20070222408A1|2006-03-27|2007-09-27|William Hughes|Simplified solid state electric motor drive technique|

---

JP4682906B2|2006-04-18|2011-05-11|日産自動車株式会社|Control device for internal combustion engine|

---

DE102006018624A1|2006-04-21|2007-10-25|Volkswagen Ag|Parallel hybrid drive|

---

US7363995B2|2006-05-01|2008-04-29|American Axle & Manufacturing, Inc.|Overrunning clutch and method of controlling engagement of same|

---

US7295915B1|2006-05-01|2007-11-13|Ford Global Technologies, Llc|Method for compensating for accessory loading|

---

US7554827B2|2006-05-19|2009-06-30|Netio Technology Co., Ltd.|Electromagnetic coupling galvanic isolated solid state relay with output feedback|

---

US20070284164A1|2006-05-19|2007-12-13|Net Gain Technologies|Motor vehicle with electric boost motor|

---

JP4064428B2|2006-05-24|2008-03-19|本田技研工業株式会社|Control device for internal combustion engine|

---

JP4229136B2|2006-05-26|2009-02-25|トヨタ自動車株式会社|vehicle|

---

JP4492585B2|2006-05-29|2010-06-30|日産自動車株式会社|Hybrid vehicle control device and hybrid vehicle control method.|

---

US7871395B2|2006-06-05|2011-01-18|Medtronic Cryocath Lp|Conduit management system|

---

JP4197013B2|2006-06-28|2008-12-17|トヨタ自動車株式会社|Control device for hybrid vehicle|

---

GB2440321A|2006-07-11|2008-01-30|Viktors Makurins|Parallel hybrid vehicle|

---

GB0613941D0|2006-07-13|2006-08-23|Pml Flightlink Ltd|Electronically controlled motors|

---

CA2554678A1|2006-07-28|2008-01-28|People's Hybrid Corporation|Method and system for converting a conventional vehicle into a hybrid vehicle|

---

US7686723B2|2006-08-15|2010-03-30|Ford Global Technologies, Llc|Hybrid electric vehicle and powertrain|

---

JP2008081099A|2006-08-29|2008-04-10|Nissan Motor Co Ltd|Controller for hybrid car|

---

US7276806B1|2006-09-08|2007-10-02|Deere & Company|System and method for boosting torque output of a drive train|

---

US7810592B2|2006-09-11|2010-10-12|Gm Global Technology Operations, Inc.|Light hybrid vehicle configuration|

---

JP4155321B2|2006-09-25|2008-09-24|トヨタ自動車株式会社|Hybrid vehicle display device, hybrid vehicle, and hybrid vehicle display method|

---

EP2070788B1|2006-09-28|2013-01-09|Toyota Jidosha Kabushiki Kaisha|Vehicle control device|

---

TWI341264B|2006-09-28|2011-05-01|Mitsubishi Motors Corp|Electric motor mounting structure for vehicles|

---

US7977842B2|2006-10-05|2011-07-12|Lin Panchien|Adaptive winding system and control method for electric machines|

---

US7669676B2|2006-10-24|2010-03-02|Larry D. Miller Trust|Hybrid propulsion system and method for its operation|

---

US7302335B1|2006-11-03|2007-11-27|Gm Global Technology Operations, Inc.|Method for dynamic mass air flow sensor measurement corrections|

---

US7272484B1|2006-11-03|2007-09-18|Mitsubishi Electric Corporation|Control apparatus for internal combustion engine|

---

JP2008120186A|2006-11-10|2008-05-29|Toyota Motor Corp|Hybrid vehicle, and motor cruisable area displaying method|

---

US7814893B2|2006-11-17|2010-10-19|Continental Automotive Canada, Inc.|Exhaust gas recirculation system module with integral vacuum|

---

JP4760723B2|2006-11-20|2011-08-31|トヨタ自動車株式会社|Power supply circuit control device|

---

US7440838B2|2006-11-28|2008-10-21|Gm Global Technology Operations, Inc.|Torque based air per cylinder and volumetric efficiency determination|

---

FR2910198B1|2006-12-13|2009-03-13|Peugeot Citroen Automobiles Sa|METHOD FOR CONTROLLING AN ELECTRIC MOTOR OF A HYBRID OR ELCTRIC VEHICLE|

---

FR2910735B1|2006-12-22|2009-07-03|Commissariat Energie Atomique|METHOD FOR DETERMINING THE END OF DISCHARGE THRESHOLD OF A RECHARGEABLE BATTERY|

---

DE102006060889A1|2006-12-22|2008-06-26|Volkswagen Ag|Drive unit with an internal combustion engine|

---

JP2008164341A|2006-12-27|2008-07-17|Hino Motors Ltd|Travel controller for vehicle|

---

JP2008162318A|2006-12-27|2008-07-17|Hino Motors Ltd|Hybrid vehicle|

---

TWI307670B|2006-12-28|2009-03-21|Ind Tech Res Inst|Hybrid vehicle and hybrid power system|

---

DE102007001841A1|2007-01-12|2008-05-21|Voith Patent Gmbh|Drive train retrofitting method for e.g. hybrid vehicle, involves demounting retarder from gear box assembly of motor vehicle, and mounting electric motor in place of retarder, where motor is mounted on or at gear of gear box assembly|

---

JP4311451B2|2007-01-16|2009-08-12|トヨタ自動車株式会社|Vehicle and control method thereof|

---

US7436081B2|2007-01-31|2008-10-14|Caterpillar Inc.|System for controlling a hybrid energy system|

---

JP2008184077A|2007-01-31|2008-08-14|Hitachi Ltd|Hybrid cruising control system|

---

FI124317B|2007-02-12|2014-06-30|Abb Oy|electric motor|

---

JP4186085B2|2007-03-02|2008-11-26|三菱自動車工業株式会社|Engine start control device|

---

US8166945B2|2007-03-20|2012-05-01|Litens Automotive Partnership|Starter and accessory drive system and method for hybrid drive vehicles|

---

JP4438812B2|2007-03-27|2010-03-24|アイシン・エィ・ダブリュ株式会社|Hybrid travel assist method and hybrid travel assist device|

---

JP4263219B2|2007-03-30|2009-05-13|本田技研工業株式会社|Power equipment|

---

US20080236910A1|2007-03-31|2008-10-02|Kejha Joseph B|Low cost conversion of any internal combustion vehicle into hybrid electric vehicle|

---

US20080264398A1|2007-04-26|2008-10-30|Ford Global Technologies, Llc|Auxiliary Power Compensation During Map Testing|

---

JP5109467B2|2007-05-02|2012-12-26|日産自動車株式会社|Drive control apparatus for hybrid vehicle|

---

US7768237B2|2007-05-11|2010-08-03|Gm Global Technology Operations, Inc.|Simplified automatic discharge function for vehicles|

---

US7726130B2|2007-05-11|2010-06-01|Joseph Shea McDowell|Stirling-electric hybrid automobile|

---

US7584742B2|2007-05-14|2009-09-08|Gm Global Technology Operations, Inc.|Electronic throttle control remedial action desensitization|

---

US8637183B2|2007-06-06|2014-01-28|Hammond Group, Inc.|Expanders for lead-acid batteries|

---

US7828693B2|2007-06-20|2010-11-09|Ford Global Technologies, Llc|Negative driveline torque control incorporating transmission state selection for a hybrid vehicle|

---

US8290648B2|2007-06-20|2012-10-16|Denso Corporation|Charge-discharge management apparatus and computer readable medium comprising instructions for achieving the apparatus|

---

US20110029168A1|2007-07-06|2011-02-03|Howard Barry Talberg|Route oriented paradigm for hybrid vehicles using route calculation and system utilizing same|

---

US8818588B2|2007-07-12|2014-08-26|Odyne Systems, Llc|Parallel hybrid drive system utilizing power take off connection as transfer for a secondary energy source|

---

JP4527138B2|2007-07-12|2010-08-18|本田技研工業株式会社|Control device for hybrid vehicle|

---

US8195370B2|2007-07-16|2012-06-05|GM Global Technology Operations LLC|Association of torque requesting modules in a coordinated torque architecture|

---

ITBO20070573A1|2007-08-07|2009-02-08|Ferrari Spa|INTEGRAL TRACTION VEHICLE WITH HYBRID PROPULSION|

---

CN101121406A|2007-09-03|2008-02-13|奇瑞汽车有限公司|Pure electric driving control method for mixed power automobile|

---

US8405361B2|2007-09-21|2013-03-26|Qualcomm Incorporated|System and method for charging a rechargeable battery|

---

US8264207B2|2007-10-16|2012-09-11|Ford Global Technologies, Llc|Method and system for pulse charging an automotive battery|

---

JP2009106047A|2007-10-23|2009-05-14|Hitachi Ltd|Electric motor and vehicle drive unit equipped with the same|

---

JP4561812B2|2007-11-08|2010-10-13|トヨタ自動車株式会社|Control device for hybrid vehicle|

---

JP5172286B2|2007-11-16|2013-03-27|日立オートモティブシステムズ株式会社|Motor control device and control device for hybrid vehicle|

---

DE102007055255A1|2007-11-20|2009-05-28|Robert Bosch Gmbh|Determining the capacity of electrical energy storage|

---

US20090127008A1|2007-11-20|2009-05-21|Scott Daniel Batdorf|Hybrid Conversion Kits And Methods|

---

JP5496454B2|2007-11-29|2014-05-21|日産自動車株式会社|Control device for hybrid vehicle|

---

JP4753929B2|2007-11-30|2011-08-24|本田技研工業株式会社|Non-volatile memory rewriting system for in-vehicle control unit|

---

US7765052B2|2007-12-05|2010-07-27|Gm Global Technology Operations, Inc.|Variable active fuel management delay with hybrid start-stop|

---

US7778767B2|2007-12-05|2010-08-17|Gm Global Technology Operations, Inc.|Cold start emission strategy for hybrid vehicles|

---

DE102007060646A1|2007-12-15|2009-06-18|Dr. Ing. H.C. F. Porsche Aktiengesellschaft|Display device e.g. tachometer, for displaying drive-train-referred value e.g. current speed, of hybrid vehicle, has ring segment, trailing pointer and circle sector to display drive-train-referred value corresponding to possible power|

---

KR20090065303A|2007-12-17|2009-06-22|현대자동차주식회사|Idle speed control actuator cleanig control method for noise reduction|

---

WO2009078835A1|2007-12-17|2009-06-25|Net Gain Technologies, Llc|Motor vehicle with electric boost motor|

---

US8028778B2|2007-12-27|2011-10-04|Byd Co. Ltd.|Hybrid vehicle having torsional coupling between engine assembly and motor-generator|

---

JP4694582B2|2008-01-31|2011-06-08|株式会社デンソー|Drive control apparatus for hybrid vehicle|

---

US8731751B2|2008-02-07|2014-05-20|GM Global Technology Operations LLC|Method and system for controlling a hybrid vehicle|

---

US8011461B2|2008-02-14|2011-09-06|Illinois Institute Of Technology|Hybrid electric conversion kit for rear-wheel drive, all wheel drive, and four wheel drive vehicles|

---

US7843162B2|2008-03-13|2010-11-30|Gm Global Technology Operations, Inc.|Current regulator and current control method and system for AC motors|

---

GB2458943B|2008-04-03|2011-11-09|Amberjac Projects Ltd|Improvements in or relating to battery systems|

---

US8808124B2|2008-04-15|2014-08-19|GM Global Technology Operations LLC|Belt alternator starter systems for hybrid vehicles|

---

US7755400B2|2008-05-29|2010-07-13|Texas Instruments Incorporated|Systems and methods of digital isolation with AC/DC channel merging|

---

US20110320078A1|2008-06-03|2011-12-29|Mcgill James C|Systems and methods for retrofitting combustible fuel vehicles to a plug-in electric hybrid|

---

US7610143B1|2008-06-09|2009-10-27|Ford Global Technologies, Llc|Engine autostop and autorestart control|

---

TWM347495U|2008-06-20|2008-12-21|Sunyen Co Ltd|Interface module for connecting motor and gear box|

---

US8116993B2|2008-07-11|2012-02-14|James Cebulski|Apparatus and methods for monitoring quantities of fluid in a container|

---

US7732098B2|2008-07-11|2010-06-08|Eliot Gerber|Lead acid battery having ultra-thin titanium grids|

---

US20100057281A1|2008-08-29|2010-03-04|Paccar Inc|Information display systems and methods for hybrid vehicles|

---

US8058982B2|2008-08-29|2011-11-15|Paccar Inc|Information display systems and methods for hybrid vehicles|

---

US20100057280A1|2008-08-29|2010-03-04|Paccar Inc|Information display systems and methods for hybrid vehicles|

---

CN201290031Y|2008-11-03|2009-08-12|中山大洋电机股份有限公司|Motor stator iron core punching sheet structure|

---

US8453770B2|2009-01-29|2013-06-04|Tesla Motors, Inc.|Dual motor drive and control system for an electric vehicle|

---

CN201359033Y|2009-03-11|2009-12-09|常州市武进湟里金新机械部件厂|Dedicated multi-gear gearbox for electric tricycle|

---

US8122986B2|2009-07-07|2012-02-28|Ford Global Technologies, Llc|Powertrain and method for controlling a powertrain in a vehicle|

---

JP5463584B2|2009-09-08|2014-04-09|株式会社パスコ|Displacement measuring method, displacement measuring apparatus, and displacement measuring program|

---

US8423214B2|2009-09-15|2013-04-16|Kpit Cummins Infosystems, Ltd.|Motor assistance for a hybrid vehicle|

---

US9539996B2|2010-01-06|2017-01-10|Ford Global Technologies, Llc|Energy management control of a plug-in hybrid electric vehicle|

---

US9145048B2|2010-03-31|2015-09-29|General Electric Company|Apparatus for hybrid engine control and method of manufacture same|

---

US8374740B2|2010-04-23|2013-02-12|GM Global Technology Operations LLC|Self-learning satellite navigation assisted hybrid vehicle controls system|

---

US8543272B2|2010-08-05|2013-09-24|Ford Global Technologies, Llc|Distance oriented energy management strategy for a hybrid electric vehicle|JP5742117B2|2010-06-03|2015-07-01|日産自動車株式会社|Information presentation device for vehicle|

---

US8720618B1|2011-03-28|2014-05-13|Aura Systems Inc.|Retrofitting a vehicle to transfer mechanical power out of an engine compartment|

---

US10065628B2|2011-05-09|2018-09-04|Ford Global Technologies, Llc|Location enhanced distance until chargeestimation for a plug-in hybrid electric vehicle |

---

DE112013000337T5|2012-02-24|2014-08-28|Aisin Aw Co., Ltd.|control device|

---

IN2014DN08640A|2012-03-26|2015-05-22|Toyota Motor Co Ltd|

---

US9479014B2|2012-03-28|2016-10-25|Acme Product Development, Ltd.|System and method for a programmable electric converter|

---

KR101371481B1|2012-12-11|2014-03-10|기아자동차주식회사|Method and system for controlling maximum speed limit of engine and motor of hybrid electrical vehicle|

---

DE102012024551A1|2012-12-17|2014-06-18|Fev Gmbh|Generator control for quiet operation with internal combustion engine|

---

US9026348B2|2012-12-21|2015-05-05|Honda Motor Co., Ltd.|System and method for brake coaching|

---

US9121719B2|2013-03-15|2015-09-01|Abalta Technologies, Inc.|Vehicle range projection|

---

US9885351B2|2013-03-15|2018-02-06|Regal Beloit America, Inc.|System and method of controlling a pump system using integrated digital inputs|

---

US10222222B2|2013-03-15|2019-03-05|Abalta Technologies, Inc.|Roundtrip range projection|

---

US9387502B2|2013-03-15|2016-07-12|Regal Beloit America, Inc.|Schedule advance for pump motor controller|

---

US9354636B2|2013-03-15|2016-05-31|Regal Beloit America, Inc.|User-interface for pump system|

---

US9827979B2|2013-04-24|2017-11-28|Mitsubishi Electric Corporation|Transmission control device and transmission control method|

---

DE102013209729A1|2013-05-24|2014-11-27|Robert Bosch Gmbh|Driver assistance system with additional information about a road map|

---

GB2518128B|2013-06-20|2021-02-10|Nokia Technologies Oy|Charging rechargeable apparatus|

---

FR3008038B1|2013-07-02|2016-12-02|Technoboost|POWER UNIT FOR A HYDRID HYDRAULIC VEHICLE, COMPRISING AN ELECTRIC MACHINE|

---

RU2016106102A|2013-07-25|2017-08-30|Ниссан Мотор Ко., Лтд.|SYSTEM FOR NOTIFICATION OF THE PROJECTED REMAINING QUANTITY OF ENERGY|

---

DE102013220426B3|2013-10-10|2015-03-19|Continental Automotive Gmbh|Method for operating a vehicle and driver assistance system for a vehicle|

---

FR3012771B1|2013-11-04|2016-01-15|Continental Automotive France|MOTOR SETTING PREVENTION METHOD USING ROTATION SPEED ESTIMATION OF SAID MOTOR|

---

US9533596B2|2014-01-16|2017-01-03|Ford Global Technologies, Llc|Electric vehicle rule-maker|

---

US9789756B2|2014-02-12|2017-10-17|Palo Alto Research Center Incorporated|Hybrid vehicle with power boost|

---

JP6317702B2|2014-05-19|2018-04-25|株式会社堀場製作所|Road test equipment|

---

JP2016005425A|2014-06-19|2016-01-12|古河電気工業株式会社|Secondary cell charge/discharge controller and secondary cell charge/discharge control method|

---

US10118499B2|2014-09-23|2018-11-06|Ford Global Technologies, Llc|Distance until charge prediction for vehicles|

---

US10054096B2|2014-09-25|2018-08-21|N4 Innovations, Llc|Vehicle occupant protection and engine idle reduction system|

---

US9849802B2|2014-10-28|2017-12-26|Samsung Electronics Co., Ltd.|Method and apparatus for analyzing data related to vehicle range estimation|

---

US20160137090A1|2014-11-14|2016-05-19|Hyundai Motor Company|System and method for predicting distance to empty of electric vehicle|

---

CN110020751A|2015-06-09|2019-07-16|日产自动车株式会社|Vehicle reaches region suggestion device and vehicle reaches region reminding method|

---

DE102015215818A1|2015-08-19|2017-02-23|Zf Friedrichshafen Ag|Powertrain of a mobile vehicle|

---

FR3040672B1|2015-09-07|2017-10-13|Renault Sas|METHOD FOR MANAGING ENERGY IN A HYBRID MOTOR VEHICLE|

---

SE540521C2|2015-12-01|2018-09-25|Scania Cv Ab|A method and system for gear shifting in a hybrid powertrain|

---

JP2017226284A|2016-06-21|2017-12-28|株式会社クボタ|Work machine|

---

JP6786921B2|2016-07-12|2020-11-18|株式会社デンソー|Driving support system and driving support method|

---

US10189453B2|2016-10-05|2019-01-29|Toyota Motor Engineering & Manufacturing North America, Inc.|Coasting guidance timing and drive force adjustment|

---

DE102016012628A1|2016-10-21|2018-04-26|Man Truck & Bus Ag|Operating method and apparatus for controlling a motor operation of an electric machine of a mild hybrid drive of a motor vehicle|

---

US9896106B1|2016-10-24|2018-02-20|Toyota Motor Engineering & Manufacturing North America, Inc.|Coasting distance determination for coasting assistance system|

---

US9898928B1|2016-10-25|2018-02-20|Toyota Motor Engineering & Manufacturing North America, Inc.|Coasting guidance timing and learning based on approach lane|

---

CN106515478B|2016-10-27|2017-10-20|合肥工业大学|Electric automobile remaining driving mileage on-line prediction method and device|

---

JP6705403B2|2017-03-15|2020-06-03|株式会社デンソー|Vehicle control device|

---

US11008111B2|2017-06-26|2021-05-18|General Electric Company|Propulsion system for an aircraft|

---

DE102017127369B3|2017-11-21|2019-05-16|Schaeffler Technologies AG & Co. KG|Method for controlling a hybrid powertrain of a motor vehicle|

---

US10498808B2|2018-03-28|2019-12-03|Bank Of America Corporation|Blockchain-based property management|

---

US10807460B2|2019-03-13|2020-10-20|GM Global Technology Operations LLC|Method of controlling a powertrain system of a vehicle|

---

US11200757B2|2019-08-16|2021-12-14|Honda Motor Co., Ltd.|Systems and methods for range prediction|

---

DE102019005996B4|2019-08-26|2021-06-17|Mtu Friedrichshafen Gmbh|Method for model-based control and regulation of an internal combustion engine|

---

CN110723133B|2019-10-25|2020-11-13|中国汽车技术研究中心有限公司|Gear shifting coordination control method for input distribution type planetary hybrid electric vehicle with AMT |

---

DE102020206496A1|2020-05-25|2021-11-25|Zf Friedrichshafen Ag|Computer-implemented method for optimizing a charge state curve of a hybrid-electric vehicle and control device, computer program, computer-readable data carrier and data carrier signal for regulating / or controlling a hybrid-electric vehicle|

法律状态:
2020-09-24| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

---

2020-10-20| B08F| Application dismissed because of non-payment of annual fees [chapter 8.6 patent gazette]|Free format text: REFERENTE AS 9A E 10A ANUIDADES. |

---

2021-01-12| B11B| Dismissal acc. art. 36, par 1 of ipl - no reply within 90 days to fullfil the necessary requirements|

---

2021-11-23| B350| Update of information on the portal [chapter 15.35 patent gazette]|

优先权:

---

申请号 | 申请日 | 专利标题

---

IN2108MU2009|2009-09-15|

---

IN2109MU2009|2009-09-15|

---

IN2109/MUM/2009|2009-09-15|

---

IN2108/MUM/2009|2009-09-15|

---

PCT/IN2009/000655|WO2011033520A2|2009-09-15|2009-11-18|A motor cum generator|

---

PCT/IN2009/000656|WO2011033521A1|2009-09-15|2009-11-18|A power assisting system|

---

INPCTIN2009000656|2009-11-18|

---

INPCTIN2009000655|2009-11-18|

---

IN1391/MUM/2010|2010-04-30|

---

IN1391MU2010|2010-04-30|

---

PCT/IN2010/000614|WO2011039771A2|2009-09-15|2010-09-14|Motor assistance for a hybrid vehicle based on predicted driving range|

---