Vehicle charging and climate control systems

Abstract

The present disclosure relates to vehicle charging and climate control systems. A hybrid electric vehicle (HEV) and a method of operating the same include an engine, an electric motor and a battery connected to power electronics, a compressor and a cooler each having cooling capabilities and connected to a refrigerant and coolant distribution and thermal management system. The HEV also includes one or more controllers configured to charge the battery and regulate and control the charging rate and the temperature of the cabin, the battery, and the connected power electronics. The temperature and charging rate are controlled according to the cooling requirements established by a predetermined cabin temperature and charging time and the actual temperature of the cabin, the battery, and the power electronics. When the predetermined cabin temperature increases to reduce the cabin cooling requirement, the charging rate increases, thereby reducing the charging time. The controller is also configured to generate a capacity warning when the cooling demand exceeds the cooling capacity, and to prioritize the cooling capacity between cabin comfort and the charging rate and charging time.

Description

Technical Field

[0001] The present disclosure relates to direct current fast charging and climate control systems in hybrid electric vehicles. Background Art

[0002] In a hybrid electric vehicle (HEV), passenger cabin comfort and cooling of electric vehicle charging components are managed in various ways during vehicle operation. For example, when the HEV is stationary during a direct current fast charge (DCFC) charging event, vehicle occupants may desire continued cabin comfort. Some HEVs contain an engine-mounted compressor and / or an electric compressor and an associated coolant and refrigerant system with cooling capacity to meet cooling needs. This cooling demand arises from the need to cool the batteries, power electronics, cabin, and other components.

[0003] DCFC and other charging events may result in the need for cooling of the traction battery and power electronics to control the temperature of components that may generate heat during charging. The preferred cabin comfort during warmer weather may not be possible given the DCFC charging time and power transfer efficiency that require cooling of vehicle components. Such cooling needs and demands consume cooling capacity. When the need to cool vehicle components and the cabin exceeds the available cooling capacity, vehicle component cooling may take priority over cabin cooling. Summary of the invention

[0004] One or more hybrid electric vehicles (HEV), electric vehicles (EV) and / or plug-in hybrid electric vehicles (PHEV) include an internal combustion engine and / or one or more of an electric motor and a battery connected to power electronics. Contains at least one of an engine-mounted or engine-driven compressor and / or an electrically operated compressor and / or cooler, and each of the compressors and / or coolers is configured to have cooling capabilities and is connected to a refrigerant and coolant distribution and thermal management system. EV / PHEV / HEV (hereinafter referred to as "HEV" but intended to also include EV and PHEV) also includes one or more controllers connected to these components and other HEV components, the one or more controllers being configured to: charge the battery, regulate and control the charging rate and charging time of the battery. The controller also manages the allocation of cooling capacity (CC) to control the temperature of the cabin, battery, and connected power electronics. The temperature and charging rate are controlled according to the cooling demand (CN) established by the ambient temperature inside and outside the HEV, the predetermined cabin temperature and charging time, and the instantaneous temperature of the cabin, battery, and power electronics.

[0005] To achieve DCFC of the battery when the HEV is parked and stationary, the controller is adapted to increase the charging rate to reduce the charging time of the battery while allocating CC to the cabin, battery, and power electronics to control the temperature within a preferred range that optimizes charging and life cycle efficiency. If the predetermined cabin temperature and / or target temperature / setting increases (which reduces the CN of the cabin), less cooling capacity is required to cool the cabin. In turn, more CC is available and can be used for thermal management of the battery and power electronics during fast charging. The controller is also configured to generate a capacity warning signal when the cooling demand for the cabin, battery, and power electronics exceeds the total cooling capacity of the CC or vehicle. The capacity warning signal can be used to prioritize the allocation of CC between cabin comfort and charging rate.

[0006] The present disclosure may contemplate that the HEV further includes at least one controller or multiple controllers connected to the battery and configured to charge the battery in response to a direct current fast charge (DCFC) signal, and to regulate and control the temperature of the cabin, the battery, and the connected power electronics. The controller also regulates the battery charging rate based on the ambient temperature inside and outside the HEV, the predetermined cabin temperature, and the predetermined charging time. As the controller increases the charging rate, the charging time will decrease, and the CN for the battery and power electronics will increase. Based on the preference for HEV cabin comfort during such a DCFC event, the predetermined cabin temperature may be increased so that the CC can be used for thermal management of the battery and power electronics during charging. The HEV also includes a compressor and / or a cooler with a CC connected to the controller. One or more controllers are also configured to establish a cooling capacity requirement or cooling requirement (CN) using the ambient temperature, which may be the ambient temperature outside the HEV and / or the current cabin temperature. The controller also uses one or more of (a) a predetermined cabin temperature, (b) a predetermined charging rate, and (c) a predetermined charging time, as well as the temperature of the battery and power electronics to establish the CC.

[0007] If CN exceeds CC, the controller is also configured to generate and transmit a capacity warning signal. In response, the controller receives a selected charging comfort priority (CCP) signal and / or a target charging comfort priority (CCP) signal, which includes data establishing whether the priority of cabin temperature and comfort preference should be higher than the priority of other cooling needs of the HEV. For example, the controller may be commanded by the CCP signal to determine whether a predetermined or another preferred cabin temperature and / or target cabin temperature should obtain and maintain priority over the cooling required to cool the battery and power electronics based on a predetermined charging rate and charging time. Then, based on the CCP signal, the controller adjusts the predetermined cabin temperature and charging time and may prioritize maintaining a more preferred cabin temperature to minimize the charging time, and may prioritize balancing and adjusting the cabin temperature or charging time within the range of possible desired temperatures and charging times.

[0008] The controller is also configured to: control the allocation of CC in the thermal management system of the HEV so that a first portion of the CC is allocated to control the temperature of the battery and power electronics according to the CCP signal and the adjusted charging rate. The remaining portion of the CC is allocated to control the cabin temperature to the extent provided by the remaining portion of the CC, which prioritizes temperature control of the battery and power electronics over cabin comfort and cooling. Conversely, the CCP signal can be configured to: command and maintain the cabin temperature above other cooling requirements, which can result in increased charging time. This latter example can maintain the cabin temperature at the expense of increased charging time. In this arrangement, the controller is also configured to: allocate a first portion of the CC according to the CCP signal to control the cabin temperature. The remaining portion of the CC is allocated according to the adjusted and reduced charging rate and, as much as possible, according to the remaining CC to control the temperature of the battery and power electronics.

[0009] In a variation of the present disclosure, the CCP signal includes information for commanding a minimum charging time, which can enable priority of battery and power electronics cooling to be higher than priority of cabin cooling, which can result in an increase in cabin temperature. In this variation, the controller is also configured to: allocate a first portion of the CC to the battery and power electronics in accordance with the CCP signal, which achieves the minimum charging time. The remainder of the CC is allocated and / or designated to control the cabin temperature, which may increase. In any of these arrangements, the controller may also be configured to: reduce the charging rate of the battery to increase the charging time, which may command controlled cooling of the cabin temperature and / or a reduction in the cabin temperature in response to the CCP signal, which in turn may result in a total cooling demand for the cabin, battery, and power electronics exceeding the CC.

[0010] In other configurations, the present disclosure relates to the controller being further configured to: allocate a first portion of the CC to control the temperature of the battery and power electronics to achieve the commanded charging time and charging rate; and allocate a reduced remaining portion of the CC to control the temperature of the cabin. These configurations may be enabled in response to a CCP signal commanding a minimum charging time and a maximum charging rate. These and other variations may also contemplate that the controller is further configured to: periodically re-establish the CN by the ambient temperature and the instantaneous temperature of the cabin, battery, and power electronics. If the combined CN of the cabin, battery, and power electronics does not exceed the CC during DCFC, the controller may also be configured to: increase the charging rate to a maximum value that minimizes the charging time, and allocate a first portion of the CC to the battery and power electronics, and allocate as much of the remaining portion of the CC as may be needed to maintain a predetermined cabin temperature. When the combined, total CN does not exceed the CC, the surplus, unneeded portion of the CC may remain unused.

[0011] The disclosure may also contemplate a method for controlling a vehicle, the method comprising: charging a battery in response to a DCFC signal. As in the previous configuration, the temperature of the cabin, battery, and power electronics are regulated and controlled by one or more controllers. The controller also adjusts the battery charging time based on (a) a predetermined cabin temperature and (b) a predetermined charging time, so that the charging time decreases as the charging rate and cabin temperature increase. A compressor and / or cooler with cooling capacity (CC) is also provided and connected to the controller. The method also involves: establishing a cooling requirement (CN) by the controller based on the ambient temperature, the predetermined cabin temperature and charging time, and the temperature of the battery and power electronics. As in the previous arrangement, the method transmits a capacity warning signal when the CN exceeds the CC, and receives a capacity warning signal in response to a charging comfort priority (CCP) signal. The controller adjusts and controls the predetermined cabin temperature and charging time based on the CCP signal.

[0012] The method of the present disclosure also includes: performing the following operations by the controller: (a) allocating a first portion of the CC according to the CCP signal and the adjusted charging rate to control the temperature of the battery and the power electronics; (b) allocating the remaining portion of the CC to control the cabin temperature. If the combined or total CN of the cabin, battery, and power electronics exceeds the CC, the method also uses the CCP signal to command the cabin temperature, which may cause the charging time to increase when the cabin temperature decreases. The CCP signal also allocates the first and remaining portions of the CC according to the adjusted and increased or decreased charging rate to control the temperature of the cabin and the temperature of the battery and power electronics. The method can also be expected to command the minimum charging time that causes the cabin temperature to increase, as well as the controlled cabin temperature and the increased charging time by the controller. In this arrangement, the method also allocates the first and remaining portions of the CC between the temperature of the battery and the power electronics and the temperature of the cabin according to the CCP signal by the controller, and achieves the adjusted charging time and / or the minimum charging time.

[0013] According to the present invention, a vehicle is provided, comprising: a controller connected to a battery, power electronic devices and a cooler with cooling capacity (CC), the controller being configured to: charge the battery in response to a DC fast charging signal; and allocate CC to control the temperature of the cabin and the temperature of the battery and the power electronic devices according to the ambient temperature and a predetermined cabin temperature and charging time, so that the charging time is reduced as the cooling demand (CN) of the cabin is reduced.

[0014] According to one embodiment of the present invention, the controller is further configured to: allocate a first part of CC to the battery and power electronics according to the charging rate, ambient temperature, and the temperature of the battery and power electronics; and allocate the remaining part of CC for controlling the cabin temperature.

[0015] According to one embodiment of the present invention, the controller is further configured to: establish CN through charging time, ambient temperature, predetermined cabin temperature, and temperature of battery and power electronic devices; transmit a capacity warning signal when CN exceeds CC; in response, receive a charging comfort priority (CCP) signal; and adjust the predetermined cabin temperature and charging time according to the CCP signal.

[0016] According to one embodiment of the invention, the controller is further configured to: in response to a decrease in cabin temperature commanded by the CCP signal causing CN to exceed CC, reduce the charging rate such that the regulated charging time increases correspondingly to CC required to reduce cabin temperature.

[0017] According to one embodiment of the present invention, the controller is also configured to: in response to the CCP signal commanding at least one of a minimum charging time and a maximum charging rate, allocate a first portion of the CC for controlling the temperature of the battery and the power electronic devices to achieve at least one of the commanded minimum charging time and maximum charging rate, and reduce the remaining portion of the CC allocated for controlling the vehicle cabin temperature.

[0018] According to one embodiment of the present invention, the controller is further configured to: in response to a CCP signal commanding a predetermined cabin temperature, allocate a first portion of the CC for controlling the cabin temperature to the predetermined cabin temperature, reduce the remaining portion of the CC allocated for controlling the temperature of the battery and the power electronic devices, and reduce the charging rate according to the adjusted charging time, the charging rate corresponding to the reduced remaining portion of the CC that can be used to cool the battery and the power electronic devices.

[0019] According to one embodiment of the present invention, the controller is further configured to: re-establish CN through the instantaneous ambient temperature, the instantaneous cabin temperature, and the instantaneous temperature of the battery and the power electronic devices, and when CN does not exceed CC, increase the charging rate to minimize the charging time, and increase the CC allocated for controlling the temperature of the battery and the electronic devices.

[0020] This summary of embodiments and configurations of the HEV and described components and systems presents a selection of exemplary embodiments, configurations and arrangements in a simplified and less technically detailed layout, and this is further described in greater detail in the following detailed description in conjunction with the accompanying description and drawings and claims.

[0021] This summary is not intended to identify key features or essential features of the claimed technology, nor is it intended to be used to help determine the scope of the claimed subject matter. The features, functions, capabilities, and advantages discussed herein may be implemented individually in various exemplary embodiments, or may be combined in other exemplary embodiments as further described in other parts of this document, and they may also be understood by those skilled in the relevant art with reference to the following description and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] A more complete understanding of exemplary embodiments of the present disclosure may be obtained by referring to the detailed description and claims when considering the following drawings, wherein like reference numerals indicate similar or identical elements throughout the drawings. The drawings and their annotations are provided to facilitate understanding of the present disclosure and do not limit the breadth, scope, scale, or applicability of the present disclosure. The drawings are not necessarily drawn to scale.

[0023] Figure 1 is a diagram of a hybrid electric vehicle and its systems, components, sensors, actuators, and methods of operation;

[0024] Figure 2 Shows Figure 1 Certain aspects of the present disclosure depicted in , wherein various components have been removed and rearranged for purposes of illustration;

[0025] Figure 3 Shows Figure 1 and Figure 2 Other aspects and capabilities of the vehicles, systems, and methods of the invention, wherein certain components have been removed and rearranged for purposes of illustration;

[0026] Figure 4 Depicted Figure 1 and Figure 2 Other aspects of vehicle systems and methods and describing various other capabilities that may be contemplated for the vehicle;

[0027] Figure 5 and Figure 6 Examples and method steps are described that illustrate other operational capabilities of the present disclosure. DETAILED DESCRIPTION

[0028] As required, specific embodiments of the present invention are disclosed herein; however, it should be understood that the disclosed embodiments are merely examples of the present invention, which may be implemented in various alternative forms. The drawings are not necessarily drawn to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, the specific structural and functional details disclosed herein should not be interpreted as limiting, but merely as a representative basis for teaching those skilled in the art to utilize the present invention in various forms.

[0029] As will be understood by those of ordinary skill in the art, the various features, components, and processes shown and described with reference to any of the figures may be combined with the features, components, and processes shown in one or more other figures to produce embodiments that may not be explicitly shown or described but should be obvious to those skilled in the art. The combinations of features shown are representative embodiments for typical applications. However, various combinations and modifications of features consistent with the teachings of the present disclosure may be desired for specific applications or implementations, and should be readily within the knowledge, skills, and capabilities of a technician working in the relevant technical field.

[0030] Referring now to the various drawings and descriptions and to Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6 , and also specifically refer to Figure 1, shows a schematic diagram of an electric vehicle (EV), a plug-in hybrid electric vehicle (PHEV), and / or a hybrid electric vehicle (hereinafter individually referred to as "HEV" or collectively referred to as "HEV") 100, and shows representative relationships between components of the EV, PHEV, HEV 100. The physical location and orientation of the components within the vehicle 100 can vary. The vehicle 100 includes a driveline 105 having a powertrain 110, which includes an internal combustion engine (ICE) 115 and an electric motor or electric motor / generator / starter (M / G) 120 that produces power and torque to propel the vehicle 100. The engine 115 is an engine or fuel cell driven by gasoline, diesel, biofuel, natural gas, or an alternative fuel, which, in addition to generating other forms of electricity, cooling, heating, vacuum, pressure, and hydraulic power, also generates output torque through the front-end engine accessories described elsewhere herein. The engine 115 is connected to the electric motor or M / G 120 using a disconnect clutch 125. The engine 115 generates power and associated engine output torque that is transferred to the M / G 120 when the disconnect clutch 125 is at least partially engaged.

[0031] The M / G 120 may be any of a variety of types of electric machines, for example, the M / G 120 may be a permanent magnet synchronous motor, a generator, and an engine starter 120. For example, when the disconnect clutch 125 is at least partially engaged, power and torque may be transferred from the engine 115 to the M / G 120 to enable the M / G 120 to operate as a generator and to other components of the vehicle 100. Similarly, in a vehicle that includes or does not include an independent engine starter 135, the M / G 120 may also operate as a starter for the engine 115 to transfer power and torque to the engine 115 via the disconnect clutch drive shaft 130 to start the engine 115 in a vehicle that includes or does not include an independent engine starter 135.

[0032] Additionally, in a "hybrid electric mode" or "electric assist mode," the M / G or electric machine 120 can assist the engine 115 by delivering additional power and torque to rotate the drive shafts 130 and 140. Additionally, the M / G 120 can operate in an electric-only mode, in which the engine 115 is disconnected and stopped by the disconnect clutch 125, enabling the M / G 120 to deliver positive or negative torque to the M / G drive shaft 140. While in generator mode, the M / G 120 can also be commanded to generate negative torque and thus generate electricity for charging the battery and powering the vehicle's electrical system while the engine 115 generates propulsion power for the vehicle 100. As described in more detail below, the M / G 120 can also enable regenerative braking by converting rotational kinetic energy from the powertrain 110 and / or wheels 154 during deceleration into regenerated electrical energy for storage in one or more batteries 175 and 180.

[0033] The disconnect clutch 125 can be disengaged to enable the engine 115 to be stopped or operated alone for driving engine accessories while the M / G 120 generates drive power and torque to propel the vehicle 100 via the M / G drive shaft 140, the torque converter drive shaft 145, and the transmission output drive shaft 150. In other arrangements, both the engine 115 and the M / G 120 can be operated with the disconnect clutch 125 fully or partially engaged to cooperatively propel the vehicle 100 through the drive shafts 130, 140, 150, the differential 152, and the wheels 154. The driveline 105 can also be modified to achieve regenerative braking from one or any of the wheels 154 using selectable and / or controllable differential torque capabilities.

[0034] For a powertrain 110 that includes multiple, inline or otherwise connected M / G 120 configurations, the drive shaft 130 for the engine 115 and the M / G 120 may be a single, continuous through shaft that is part of and integrated with the M / G drive shaft 140 , or may be a separate, independent drive shaft 130 that may be configured to rotate independently of the M / G drive shaft 140 . Figure 1 The schematic diagram of FIG. 1 also contemplates alternative configurations having more than one engine 115 and / or M / G 120 that may be offset from the drive shafts 130 and 140, wherein one or more engines 115 and / or M / G 120 are disposed in series and / or parallel at other locations of the driveline 105 (such as between or as part of the torque converter and transmission, axially offset from the drive shaft, and / or at other locations within other devices). Other variations are also contemplated without departing from the scope of the present disclosure.

[0035] The transmission 105 and the drivetrain 110 also include a transmission including a torque converter (TC) 155 that connects the engine 115 and the M / G 120 of the drivetrain 110 to and / or to the transmission 160. The transmission 160 may be an automatic and / or manual transmission or transfer case 160 with multiple step ratios and / or multiple variable torque-multiplier-ratios with multiple selectable gears. The TC 155 may also include a bypass clutch and a clutch lock 157 that may also function as a launch clutch to enable further control and regulation of the power and torque transferred from the drivetrain 110 to other components of the vehicle 100.

[0036] In other variations, a transmission oil pump 165 is included and connected to the M / G 120 to generate hydraulic oil pressure for any number of components (which may include, for example, a release or disconnect clutch 165, a torque converter 155, a bypass clutch 157, and the transmission 160) when the engine 115 is disconnected and / or shut down. An electrically auxiliary transmission oil pump 170 may also be included for use alone or in combination with other components and to supplement and / or generate hydraulic pressure when both the engine 115 and the M / G 120 are unpowered or otherwise unable to generate hydraulic pressure.

[0037] The powertrain 110 and / or drive train 105 also include one or more batteries 175 and 180. One or more of these batteries may be a higher voltage DC battery 175 operating in the range of between about 48 volts and 600 volts (sometimes between about 140 volts and 300 volts or greater or less), which is used to store electrical energy and power the M / G 120, and to power other vehicle components and accessories during regenerative braking. The other battery may be a low voltage DC battery 180 operating in the range of between about 6 volts and 24 volts (or greater or less), which is used to store electrical energy and power the starter 135 for starting the engine 115, and to power other vehicle components and accessories.

[0038] like Figure 1As depicted, batteries 175 and 180 are connected to the engine 115, M / G 120, and vehicle 100, respectively, through various mechanical and electrical interfaces and vehicle controllers (as described elsewhere herein). The high voltage M / G battery 175 is also connected to the M / G 120 through one or more of a motor control module (MCM), a battery control module (BCM), and / or power electronics 185, which are configured to condition the direct current (DC) power provided by the high voltage (HV) battery 175 to the M / G 120. The MCM / BCM / power electronics 185 are also configured to condition, invert, and transform the DC battery power into the three-phase alternating current (AC) power typically required to drive the motor or M / G 120. The MCM / BCM / power electronics 185 are also configured to utilize energy generated by the M / G 120 and / or front end accessory drive components to charge one or more batteries 175 and 180 and to power other vehicle components as needed.

[0039] The vehicle 100 may also include one or more refrigerant compressors 187, which may be front-end accessory devices mounted on the ICE or driven by a belt and / or electrically driven and / or operated devices mounted on or around the ICE 115 or other locations on the EV, PHEV, HEV 100 (e.g., such as around the M / G 120 that will provide electrical power). In addition to being cooperatively connected to the compressor 187, at least one cooler 190 may also be included to enable heat exchange between the refrigerant from the compressor 187 and other components. Like the compressor 187, the cooler 190 may be mounted on the ICE as a front-end accessory / driven by a belt, mounted around the M / G 120 (so that the integral pump can be driven by the M / G 120), or mounted elsewhere around the HEV 100. A heat exchanger such as an evaporator 195 may be connected to one or more compressors 187 and cooler 190 to enable heat exchange with the passenger compartment of the HEV 100, batteries 175 and 180, MCM / BCM / power electronics 185, and other vehicle components that may require heating and / or cooling.

[0040] Continue to refer to Figure 1, the vehicle 100 includes, in addition to the MCM / BCM / power electronics 185, one or more controllers and computing modules and systems that enable various vehicle capabilities. For example, the vehicle 100 may include a vehicle system controller (VSC) 200 and a vehicle computing system (VCS) and controller 205 that communicate with the MCM / BCM 185, other controllers, and a vehicle network (such as a controller area network (CAN) 210 and a larger vehicle control system and other vehicle networks including other microprocessor-based controllers described elsewhere herein). The CAN 210 may include a network controller in addition to controllers, sensors, actuators, and communication links between vehicle systems and components.

[0041] Although the MCM / BCM 185, VSC 200, and VCS 205 are shown here as discrete, independent controllers for purposes of illustration, the MCM / BCM 185, VSC 200, and VCS 205 may control, be controlled by, and communicate signals and exchange data with other controllers and other sensors, actuators, annunciators, and components as part of a larger vehicle and control system and internal and external networks. The capabilities and configurations described in conjunction with any particular microprocessor-based controller contemplated herein may also be implemented in one or more other controllers and distributed in more than one controller, enabling multiple controllers to independently, cooperatively, in combination, and synergistically implement any such capabilities and configurations. Accordingly, the description of "controller" or "the controller" is intended to refer to such controllers in both the singular and plural senses, independently, collectively, and in various suitable synergistic and distributed combinations.

[0042] In addition, communication through the network and CAN 210 is intended to include responding, sharing, sending and receiving commands, signals, data, control logic and information between the controller and sensors, actuators, controls, and vehicle systems and components. The controller communicates with one or more controller-based input / output (I / O) interfaces, which can be implemented as a single integrated interface that enables communication of raw data and signals, and / or signal conditioning, processing and / or conversion, short circuit protection, circuit isolation, and similar capabilities. Optionally, one or more dedicated hardware or firmware devices, controllers, and systems on a chip (SoCs) can be used to pre-condition and pre-process specific signals during communication and before and after transmitting the specific signals.

[0043] In further explanation, the MCM / BCM 185, VSC 200, VCS 205, CAN 210 and other controllers may include one or more microprocessors or central processing units (CPUs) that communicate with various types of computer-readable storage devices or media. Computer-readable storage devices or media may include volatile and non-volatile memory in read-only memory (ROM), random access memory (RAM), and non-volatile or keep-alive memory (NVRAM or KAM). NVRAM or KAM is a permanent or non-volatile memory that can be used to store various commands, executable control logic and instructions, and codes, data, constants, parameters, and variables required to operate the vehicle and system when the vehicle, system, controller, and CPU are not powered or powered off. Computer-readable storage devices or media can be implemented using any of a variety of known storage devices (such as, PROM (programmable read-only memory), EPROM (electrically programmable read-only memory), EEPROM (electrically erasable programmable read-only memory), flash memory, or any other electrical storage device, magnetic storage device, optical storage device, or combination storage device capable of storing and transmitting data).

[0044] Follow again Figure 1 , the vehicle 100 may also include a VCS 205 which is a SYNC vehicle computing system manufactured by Ford Motor Company (see, for example, U.S. Pat. No. 9,080,668). The vehicle 100 may also include a powertrain control unit / module (PCU / PCM) 215 connected to the VSC 200 or another controller and connected to the CAN 210, the engine 115, the M / G 120, and the TC 155 to control each powertrain component. A transmission control unit (TCU) 220 is also connected to the VSC 200 and other controllers via the CAN 210, to the transmission 160, and optionally to the TC 155 to achieve operable control. An engine control module (ECM) or engine control unit (ECU) or energy management system (EMS) 225 may also be included, which has its own integrated controller, communicates with the CAN 210 and is connected to the VSC 200 engine 115 that cooperates with the PCU 215, TCU 220 and other controllers.

[0045] In this arrangement, the VSC 200 and VCS 205 cooperatively manage and control vehicle components and other controllers, sensors and actuators. For example, the controller can transmit control commands, logic and instructions, as well as codes, data, information and signals to and / or from the engine 115, the disconnect clutch 125, the M / G 120, the TC 155, the transmission 160, the battery 175 and 180, the MCM / BCM / power electronics 185, and other components and systems. Even if not shown in the drawings, the controller can also control and communicate with other vehicle components known to those skilled in the art. Figure 1 The embodiment of the vehicle 100 in FIG. 1 also depicts exemplary sensors and actuators in communication with the vehicle network and the CAN 210 , which may send and receive signals to and from the VSC 200 , the VCS 205 , and other controllers.

[0046] For example, various other vehicle functions, actuators, and components may be controlled by controllers within the vehicle systems and components, and may receive signals from other controllers, sensors, and actuators, which, for purposes of illustration and not limitation, may include: fuel injection timing, rate, and duration, throttle position, spark plug firing timing (for spark-ignition engines), intake / exhaust valve timing and duration, front end accessory drive (FEAD) components (such as, air conditioning (A / C) refrigerant compressor 187, transmission oil pumps 165 and 170, FEAD alternator or generator, M / G 120, high voltage battery 175 and low voltage battery 180, various sensors for battery charging or discharging, temperature, voltage, current, and battery discharge power limit (including sensors for determining maximum charge, state of charge (SOC), and discharge power limit)), clutch pressures for disconnect clutch 125, bypass / start clutch 157, TC 155, transmission 160, and other components. For example, sensors communicating with the controller and CAN210 may establish or indicate turbocharger boost pressure, crankshaft position or surface ignition sensing signal (PIP), engine speed or revolutions per minute (RPM), wheel speed (WS1, WS2, etc.), vehicle speed sensing (VSS), engine coolant temperature (ECT), intake manifold air pressure (MAP), accelerator pedal position sensing (PPS), brake pedal position sensing (BPS), ignition switch position (IGN), throttle position (TP), ambient air temperature (TMP), components, passenger compartment / cabin temperature, atmospheric pressure, engine and thermal management system and compressor and cooler pressures and temperatures, pump flow, pressure and vacuum, exhaust gas oxygen (EGO) or other exhaust gas component concentration or presence, intake mass air flow (MAF), transmission gear, gear ratio or mode, transmission oil temperature (TOT), transmission turbine speed (TS), state of the torque converter bypass clutch 157 (TCC) and deceleration or shift mode (MDE), etc.

[0047] Continuing with the various drawings, reference is now made in particular to Figure 1 and Figure 2, the present disclosure may contemplate an HEV 100 including an ICE 115 connected to an electric machine or M / G 120, a high voltage (HV) battery 175, and an MCM / BCM / power electronics 185. At least one of an engine-mounted / belt-driven and / or electrically operated refrigerant compressor 187 and a cooler 190 is included, the refrigerant compressor 187 and the cooler 190 are each configured to have a respective cooling capacity (CC) and form a refrigerant and coolant distribution and thermal management system (TMS) 230 and connected to the TMS 230. The TMS 230 includes a refrigerant line 235 that transfers refrigerant between the compressor 187 and a heat exchanger / evaporator 195 located near the vehicle cabin 240, the HV battery 175, and the power electronics 185, and a coolant line 237 that transfers coolant between the cooler 190 and the heat exchanger / evaporator 195.

[0048] The EV, PHEV, HEV 100 and TMS 230 also include one or more controllers connected to these HEV components and other HEV components. Such controllers (including, for example, controllers in combination with power electronics 185) are configured to charge the battery, regulate and control its charging rate and charging time, and discharge the battery and transfer power from the battery. These controllers (including, for example, controllers included in TMS 230) manage the allocation of CC to control the temperature of the cabin 240, the HV battery 175, and the connected power electronics 185. The temperature and charging rate are controlled according to the cooling need (CN) established by the ambient temperature inside and outside the HEV, the predetermined cabin temperature and charging time, and various instantaneous temperatures of other HEV components (including the cabin 240, the battery 175, and the power electronics 185).

[0049] The HEV 100 also includes at least one direct current fast charging (DCFC) receptacle 245 that is connected to a plurality of controllers (including, for example, the BCM / MCM / power electronics 185 and the HV battery 175). Figure 1 ) when the vehicle is parked (such as at home, office, or other charging station or location), using the DCFC outlet 245. These controllers are configured to detect the presence of the PC when the PS is connected to the DCFC outlet 245, initiate high-speed, high-charge rate charging of the HV battery 175 and the battery 180, and enable power to be supplied to the cooler 190 of the HEV 100 for cooling the battery 175 and the power electronics 185. Such controllers may also enable communication between the HEV 100 and the external PS to establish power capacity, electricity rates, power usage authorization, compatibility, and other parameters and information about and from the external PS.

[0050] Such communication between the HEV 100 and the external PS may enable automatic purchase of electricity over a period of time, and may enable communication between the external PS and the VSC 200 and VCS 205. This configuration may enable an occupant of the HEV 100 to interact via a display in the HEV 100 to transmit authorization to purchase electricity. In addition, the HEV 100 may autonomously interact with both the external PS and one or more of the VSC 200 and VCS 205 to communicate information between them, thereby enabling automatic DCFC charging of the HEV 100. Such DCFC charging is generally most commonly envisioned for use with EVs and PHEVs, but may also have applications in specific configurations of HEVs, and is described herein in conjunction with all such EV, PHEV, and HEV applications.

[0051] The DCFC charging of the HEV 100 may cause heating of various components (which may include batteries 175 and 180, power electronics 185, and other components). Therefore, the TMS 230 may be powered by a power source to achieve cooling of such components that may experience heating during DCFC charging. In some configurations, when an external PS is detected and an automatic or occupant-interactive DCFC is started, the HEV 100 autonomously maximizes the charging rate, thereby minimizing the charging time. For minimizing the charging time, the maximized charging rate of such automatic DCFC may be desirable and convenient. However, in warm climates and environments, the occupants of the HEV 100 may feel uncomfortable due to the known construction of the HEV 100 not being configured to cool the cabin 240 during DCFC operation. Typically, DCFC operation requires the ICE 115 to be shut down, making the FEAD mounted on the ICE / ICE-driven inoperable, and for EV, PHEV, and specific HEV, an electrically operated compressor 187 is required. Although chiller 190 may be powered to cool batteries 175 and 180 , in most vehicles, cabin 240 may not previously be cooled during a DCFC event, which may result in discomfort within the cabin.

[0052] Continuing with reference to the drawings and now also in particular to Figure 2 , additional details of the TMS 230 schematically depict that a thermal management system for the HEV 100 may be expected to have a total cooling capacity (CC) designed to manage the heating and cooling required to operate the HEV 100. Although the present disclosure primarily describes various cooling capacities for purposes of illustration, a person having knowledge of the relevant technical field will appreciate that the TMS 230 is configured to enable both cooling and heating of various components of the HEV 100, including, for example, the batteries 175 and 180, the cabin 240, and other vehicle components.

[0053] The TMS 230 is generally configured to include at least one refrigerant circuit 250 that may use a refrigerant such as R134a, and may include a refrigerant line 235 that connects the air conditioning (A / C) compressor 187 to the A / C condenser 255, the heat exchanger / evaporator 195, the chiller 190, and other components. The TMS 230 may also generally include at least one coolant circuit 260 (in addition to any coolant circuit included in the ICE 115), which may use a coolant similar to any of a variety of commonly available ICE antifreeze coolants and is configured to cool one or more components that are not the ICE 115. The coolant circuit 260 may also include a coolant line 237 that connects the chiller 190 to one or more non-ICE components, including, for example, at least one of the HV battery 175, the BCM / MCM / power electronics 185, and the battery / power electronics radiator 265.

[0054] The TMS 230 may also include various sensors, pumps, and valves, and may include, for example, one or more refrigerant expansion devices (such as, electric and / or fixed orifice devices, thermal expansion valves 270, and / or solenoid-operated valves 275), which are included around the refrigerant circuit 250 and connected to the refrigerant line 235, the heat exchanger / evaporator 195, and the chiller 190. Both the refrigerant circuit 250 and the coolant circuit 260 may include temperature and pressure sensors 280 and temperature sensors 282 located at various locations around the refrigerant line 235 and the coolant line 237, an electrically actuated and driven multi-position valve 285 that switches between outputs, a proportional valve 287 that enables differential flow to multiple outputs, and a pump 290 positioned and configured to control the flow and flow rate of the coolant and refrigerant. Various valves and pumps may also be included and used in such a configuration in which the chiller 190 may be used to transfer heat between the heat exchanger / evaporator 195, the cabin 240, and other components of the coolant circuit 260. In other arrangements, the coolant circuit 260 may include a chiller bypass coolant line 262 that may utilize a proportional valve 287 between the bypass line 262 and the chiller 190 to achieve proportional flow for operation of the coolant circuit 260 during a DCFC event when the refrigerant 250 is not available or required and chiller cooling is performed via the radiator 265.

[0055] To achieve DCFC of the HV battery 175 and / or other batteries, one or more controllers (such as, a controller included in the BCM / MCM / power electronics 185) are configured to detect an external PS being connected to the DCFC receptacle 245 and generate and transmit a DC fast charging signal (DS) 300. In response, the power electronics 185 and / or other controllers start and increase the charging rate of the battery 175 to reduce the charging time and / or minimize the charging time. Typically, the charging rate and charging time are predetermined when the HEV 100 is manufactured. Due to the life cycle and performance degradation in terms of charge capacity and power delivery detected by the controller in the battery 175 and the power electronics 185, both the predetermined charging rate and charging time can be automatically changed by the controller during normal use.

[0056] While charging (including during DCFC operation), the controller of the TMS 230 and / or other controllers are configured to: operate one or more of the refrigerant circuit 250 and the coolant circuit 260 to generate CC and distribute the CC to the cabin 240, the HV battery 175, and the power electronics 185. In order to optimize the life cycle of the HV battery 175, other batteries (if included), the power electronics 185, and other components, the controller of the TMS 230 determines the cooling requirements (CN) of the battery 175, the power electronics 185, and other components of the HEV 100. In other options, it should be understood by those skilled in the relevant art that the CN can be determined by the current temperature of the components, the current cabin temperature, the ambient temperature of the environment surrounding the HEV 100, the cabin target temperature that can be set or adjusted by the occupants (e.g., 72 degrees Fahrenheit or 22 degrees Celsius), and the predetermined temperature and / or temperature range preset during manufacturing for the optimal operating temperature of the power and related components. In response to the CN's determination, the controller of TMS 230 and / or other controllers add and / or remove heat and control the component temperature to the predetermined temperature and / or within the predetermined temperature range.

[0057] Depending on the design and configuration of the available CCs of the TMS 230, a portion and / or all of the CCs may be required to control the temperature of the battery 175 and the power electronics 185 to a predetermined temperature and / or within an optimal temperature range. Preferably, sufficient CCs are designed into the improved and more capable TMS 230 so that the CCs can also be used to cool additional other components of the HEV 100 (including the cabin 240 for illustrative purposes) during a DCFC event. In this way, existing HEV configurations that are unable to achieve cooling and / or sufficient cooling of the cabin 240 during a DCFC event can be improved, whereby the occupants of the cabin 240 can request and receive cooling for improved comfort.

[0058] In any such contemplated configurations (where cooling is available for the battery 175, the power electronics 185, and for the cabin 240), what has been needed, but not available, is to enable vehicle occupants to determine preferences and priorities regarding how CC is allocated between cooling of the cabin 240 and cooling of the battery 175, the power electronics 185, and other vehicle components during a DCFC event. The present disclosure contemplates new configurations in which a predetermined temperature of the cabin 240 may be set by these occupants via one or more controls, which, for purposes of example, may include the VSC 200 and / or VCS 205 or other temperature controls for the cabin 240. Furthermore, the present disclosure enables these users to prioritize whether available CC should be allocated to achieve increased comfort and cooling of the cabin 240 over other components, which may increase charging time and reduce the possible charging rate. Similarly, improvements are contemplated that enable the user to balance adjustable predetermined cabin temperature and / or target temperature / cabin temperature settings with both charging time and charging rate to select an acceptable cabin temperature and charging time and charging rate.

[0059] These new configurations enable the TMS 230 to have enhanced cooling capabilities during DCFC events when the ICE-mounted / belt-driven FEAD compressor 187 is unavailable with the ICE off and / or available with electric drive. The arrangement contemplates that the TMS 230 is configured to consume a portion of the power from the external PS to operate the coolant loop 260 and allocate a portion of the available CC to the heat exchanger / evaporator 195 to cool the cabin 240. In the alternative, the TMS 230 may include an electrically operated compressor 187 that may be used in conjunction with the refrigerant loop 250 and the coolant loop 260 to allocate a portion of the CC to cool the cabin 240. In turn, more and / or all of the CC may be used to thermally manage the temperature of the battery 175 and the power electronics 185 during DCFC operation. To enable the user and occupants of the HEV 100 to prioritize a desired temperature of the cabin 240 versus a charging time and rate of the battery 175 , the controller of the TMS 230 and / or other controllers may determine respective cooling requirements (CN).

[0060] Continuing with reference to the previous drawings, and now also to Figure 3, it will be appreciated that in these examples, as the cabin CN is maximized (see, for example, the left vertical axis "L"), CC is consumed to meet the CN of the cabin 240, causing the CN of the battery 175 and power electronics 185 and the charging rate to decrease (as plotted by the schematic calibration line "C" relative to the horizontal axis "H"). Therefore, the result is an increase in charging time (as reflected on the right vertical axis "R"). Conversely, if the predetermined cabin temperature increases toward the ambient temperature (as depicted on the left vertical axis), the cooling demand (CN) of the cabin decreases, such that a smaller CC is required to cool the cabin 240. Described differently, when the CN for the cabin 240 is at a maximum, the CN available for cooling the battery 175 and power electronics 185 and the possible charging rate are at a minimum, resulting in a longer charging time. Conversely, as the predetermined temperature of the cabin 240 increases toward the uncontrolled temperature or ambient temperature, the charging rate may be maximized and the charging time may be minimized.

[0061] During DCFC operation, the controller of the TMS 230 and other controllers may also be configured to generate and transmit a Capacity Alert (CA) signal 305 when the CN of the cabin 240, battery 175, power electronics 185, and other components exceeds the available CC of the HEV 100. The CA signal 305 may be used to prioritize CC allocation between cabin comfort and battery cooling, and may be transmitted to a user via one or more systems of the HEV 100, including, for example, the VSC 200, the VCS 205, or another vehicle control system. The CA signal 305 is updated, generated, and transmitted when a predetermined cabin temperature selected by a user or occupant increases the CN of the cabin 240 such that when combined with the CN of other components, the total CN required or needed exceeds the total available CC. Preferably, the CA signal 305 may also include information generated by the controller that enables the user or occupant being warned to determine how the selected predetermined cabin temperature affects the charging time and charging rate.

[0062] Now, we also refer to Figure 4 The controller of the TMS 230 and / or other controllers may also be adapted to enable the VSC 200 and VCS 205 to respond to the CA signal 305 automatically and / or interactively with a user or occupant and to cause the VSC 200 and / or VCS 205 to generate a charging comfort priority (CCP) signal 310 that commands and / or selects a configuration priority to perform the following operations:

[0063] (1) Maximizing the charging rate and minimizing the charging time so that the CN 325 is not controlled or increases any predetermined temperature and the CN 330 of the cabin 240 is reduced so that most or all of the CC 335 is available for the battery 175 and the power electronics 185;

[0064] (2) Prioritizing and setting a predetermined temperature of the cabin 240 and CN 340, whereby the remaining CC offsets and limits CN 345 ​​of the battery 175 and power electronics 185, thereby limiting the charging rate resulting in an extended charging time;

[0065] (3) Automatically balancing the CN 350 of the cabin 240 with a range of predetermined temperatures of the cabin 240 for a range of charging times or selected charging times that establish a charging rate, wherein the CN 350 of the cabin 240 and the CN 355 of the battery 175, power electronics 185, and other components are periodically adjusted based on the ambient temperature, thereby establishing a surplus or unneeded reserve 360 ​​of CC. In any such configuration, the respective CN of each component and the cabin 240 may be periodically and / or continuously updated based on the ambient temperature, which may vary.

[0066] During DCFC operation, environmental conditions may change, and thus the ambient temperature may increase or decrease. In addition, the components of the HEV 100 may not heat or cool to the extent that may be expected based on the predetermined temperature settings and other parameters set and established during manufacturing. Such changes may affect each component as well as the CN of the cabin 240. When the total, combined CN does not exceed the available CC 335 or for any reason, the controller may automatically re-adjust the predetermined temperature and charging rate of any of the mentioned configurations to increase the charging rate and reduce the charging time for the automatic convenience of the user, thereby consuming any available CC to cool the battery 175 and the power electronics 185.

[0067] Continue to refer to Figure 4 , the controller of the TMS 230 and other controllers may also be configured according to the above-mentioned configuration (1) to control the allocation of the CC 335 according to the CCP signal 310 and the adjusted, maximized charging rate, so that the first part of the CC 335 is allocated to control the temperature of the battery 175 and the power electronics 185. The remaining part 370 of the CC 335 (if present) is allocated to control the predetermined temperature of the cabin 240 as much as possible through the remaining part of the CC 335 (if present). In this way, the control of the temperature of the battery 175 and the power electronics 185 takes precedence over the comfort and cooling of the cabin 240, which may cause the temperature of the cabin 240 to increase or become uncontrolled.

[0068] In another example according to the configuration (2) mentioned above, the CCP signal 310 may include information for commanding and maintaining a predetermined temperature of the cabin 240 to take precedence over other cooling requirements, which may result in increased charging time. In this arrangement, the controller of the TMS 230 and / or other controllers are also configured to: allocate a first portion 375 of the CC 335 to control the cabin temperature according to the CCP signal 310. The remaining CC portion 380 is allocated to control the temperature of the battery 175 and the power electronics 185 as much as possible according to the adjusted and reduced charging rate and in consideration of the remaining CC 380.

[0069] These examples and their alternatives may also contemplate that the controller of the TMS 230 and other controllers are adapted to implement the configuration (3) mentioned above to periodically re-establish the CN using the ambient temperature and the instantaneous temperature of the cabin, battery, and power electronics. If the combined CN of the cabin, battery, and power electronics does not exceed CC 335 during DCFC, the controller may also be configured to increase the charging rate to a maximum value that minimizes the charging time based on the increased available CC 335, and allocate a first portion 385 of CC 335 to the battery 175 and power electronics 185, and allocate the remaining portion 390 of CC 335 based on the CC that may be required to maintain a predetermined cabin temperature. When the combined, total CN does not exceed CC 335, the surplus, unneeded portion 360 of the CCS 335 may remain unused.

[0070] If included Figure 1 , Figure 2 , Figure 5 and Figure 6As depicted in the various figures of FIG. 1 , signals DS 300, CA 305, and CCP 310 and associated control logic, executable instructions, other signals, and data may also include other signals (OS) 320 and control or command signals (CS) 315 received from, sent to, and between controllers and vehicle components and systems. DS 300, CA 305, CCP 310, OS 320, and CS 315 may be generated, established, and transmitted to, from, and between any vehicle controllers, sensors, actuators, components, and system signals. Any or all of these signals may be raw analog signals or raw digital signals or pre-conditioned signals, pre-processed signals, combined signals and / or derived signals generated in response to other signals, and may represent voltage, current, capacitance, inductance, impedance and their digital representations, as well as digital information embedded in these signals, data, and analog information, digital information, and multimedia information.

[0071] The communication and operation of the described signals, commands, control instructions and logic, as well as data and information, performed by various contemplated controllers, sensors, actuators and other vehicle components may be as described. Figure 1 and Figure 2 The diagram is schematically represented and can be seen by Figure 5 and Figure 6 The flowchart or similar diagram of the method of the present disclosure shown in is represented. Such flowcharts and diagrams show exemplary commands, control processing, control logic and instructions and operational strategies (which may include real-time, event-driven, interrupt-driven, multi-tasking, multi-threading and combinations thereof) that can be implemented using one or more computing technologies, communication technologies and processing technologies. The steps and functions shown can be executed, transmitted and completed in the order depicted, in parallel, repeatedly, in a modified order, and can be combined with other processes and omitted in some cases. Commands, control logic and instructions can be executed in one or more of the microprocessor-based controllers described, and can be primarily implemented as hardware, software, virtualized hardware, firmware, virtualized firmware and combinations thereof.

[0072] like Figure 5 and Figure 6As depicted, a method of controlling a vehicle (such as, HEV 100) begins at step 400 when the HEV 100 is stationary and parked, whereby monitoring for a DCFC request or connection of an external PS is initiated at step 405. Some external PS charging stations or systems may not be compatible with automatically initiating a DCFC request. For such systems, the HEV 100 is configured to initiate a DCFC request and signal 300 automatically or via interactive use of the VSC 200 and / or VCS 205. If a controller (such as, a controller of the MCM / BCM / power electronics 185) does not detect a DCFC request or insertion of a DCFC input receptacle 245, control remains at step 405 to continue monitoring. At step 405, when the power electronics 185 or other controller detects the connection and / or DCFC request, control passes to step 410 and various information is determined by the controller of the power electronics 185 from the external PS including available power. As described elsewhere herein, using this information, the CC 335 may be determined by the TMS 230 and other controllers. Once the available CCs are established, the method proceeds to step 415 where the TMS 230 and other controllers determine the CN for the cabin 240, battery 175, power electronics 185, and other vehicle components.

[0073] When the method subsequently executes the control logic of step 420, the total, combined CN is determined by the TMS 230 or other controller using, for example, one or more CN 330, CN 325, CN 340, CN 345, CN 350, and CN 355 to determine whether the total, combined CN exceeds the available CC 335. If the available CC 335 is not exceeded by the CN, then at step 425, the method establishes that sufficient CC 335 is available to cool the cabin 240, the battery 175, the power electronics 185, and other components of the HEV 100. In this case, the configuration (3) described above can be initiated so that the surplus or unneeded CC 360 remains available. However, if the available CC 335 is exceeded by the combined CN, the method executes step 430 and generates and transmits the CA signal 305 by the TMS 230 and / or other controller. As explained, the VSC 200 and / or VCS 205 may respond to the CA signal 305 autonomously and may also interactively alert the user or occupant of the HEV 100 .

[0074] At method step 430, the TMS 230 and other controllers autonomously and / or interactively implement the generation and transmission of the CCP signal 310 as described elsewhere herein, which further implements the prioritization between cooling of the cabin 240 and minimizing the charging time and maximizing the charging rate of the HV battery 175. Accordingly, at method step 435, the controller of the TMS 230 receives the CCP signal 310, which is tested at step 440 to determine whether cooling of the cabin 240 for occupant comfort is commanded and has priority over the minimum charging time and the maximized and adjustable charging rate. If charging the battery 175 (minimizing the charging time and maximizing the charging rate) is commanded and / or has priority over and replaces cooling of the cabin 240, then at step 440, the method passes control to step 500B ( Figure 5 and Figure 6 ) to start charging the battery 175, and additional battery charging parameters are processed and the charging of the battery 175 is managed through the controller of the TMS 230 and the MCM / BCM / power electronics device 185.

[0075] Conversely, if cooling of the cabin 240 is commanded and / or prioritized rather than charging of the battery 175, the method begins charging the battery 175 and executes steps 450 and 500C via the controller (which may include the controller of the TMS 230 and the power electronics 185). Here, the controller also determines a minimum charging time and a maximum charging rate (both of which may be adjusted, increased, and decreased) based on one or more of the ambient temperature, the temperature of the battery 175, the life cycle and performance of the battery 175, the available cooling capacity, and the external PS power available to other components of the HEV 100 (including the transfer and allocation of power consumed by the portion of the CC 335 used to cool the vehicle 240 as established at step 450). The method then proceeds to controller execution to step 500C for further processing of parameters and information by the controller of the TMS 230 and other controllers to manage cooling of the vehicle 240 while charging the battery 175.

[0076] Continuing to refer to the various drawings and now also to Figure 6It will be appreciated that if the controller commands battery charging and / or prioritizes battery charging over cabin cooling in the step proceeding to step 500B, the controller of the MCM / BCM / power electronics 185 executes step 505 to determine and adjust the minimum charging time and maximum charging rate without considering cabin cooling. In step 505, the CN for the battery 175, power electronics 185, and other components may be determined and combined by the controller based on ambient temperature, state of charge (SOC), life cycle charging capacity, and other performance parameters of the battery 175. Next, the controller then proceeds to execute steps 510 and 515 of the method to determine whether the difference between the available CC 335 and the combined CN of the battery 175 and the power electronics 185 produces a CC surplus 360.

[0077] If CC surplus 360 is greater than or equal to zero at step 515, the controller then proceeds to step 520 and operates loops 250 and 260 to achieve Figure 4 , to allocate the first portion 365 and 385 of the CC based on the CCP signal 310 and the predetermined charging time and the regulated charging rate to cool and control the temperature of the battery 175 and the power electronics 185, thereby achieving the minimum possible charging time at the maximum possible, regulated charging rate. Next, control then continues to execute step 525 and allocates the remaining portion 370 and 390 of the CC (if any) to control the temperature of the cabin 240 based on the CCP signal 310 to utilize the remaining portion 370 and 390 of the CC as much as possible to maintain the predetermined temperature of the cabin 240. Conversely, if the controller determines at step 515 that the CC surplus is not greater than zero, the controller instead executes step 530 and reduces cabin cooling so that the cabin is allowed to warm up by increasing the predetermined cabin temperature. The controller repeats the sequence of the method, returning control to step 500B and other steps until battery charging is completed and / or DCFC operation is terminated.

[0078] When the controller is configured for DCFC battery charging priority, the controller then returns to step 500B and then executes step 460, where the minimum charging time is set to zero, which can indicate that battery charging is prioritized, which is manifested in achieving the minimum possible charging time and the maximum possible charging rate during DCFC operation. The controller can also determine the actual time for charging, which can be a predetermined charging time set during the manufacture of the HEV 100, and the actual time is a function of various life cycle and performance parameters of the battery 175 and the power electronics 185. The controller then executes step 465 to continuously or periodically recalculate or re-determine and adjust the charging rate and estimated charging time, which can be transmitted and / or displayed via the VSC 200 and / or VCS 205.

[0079] The controller then proceeds to step 470 and continuously or periodically recalculates or re-determines and adjusts the available CC (CCA) based on the difference between the current or instantaneous DCFC power available from the external PS and the electrical load of the HEV 100, which may change during DCFC operation, and the electrical load of the HEV 100, which may also change during DCFC operation. At step 475, the controller of the method may also re-determine and adjust the charging rate based on the difference between the DCFC power available from the external PS and the power used to provide the previously determined CCA. Step 480 is then executed, and the controller then also determines and adjusts the charging rate remaining or available to achieve a predetermined or target SOC based on the predetermined or pre-configured SOC and the instantaneous or actual current battery charge level. At step 485, the controller may also be configured to update the estimated charging time of step 465 based on the current SOC of the battery 175 and the immediately preceding charging rate of step 480, after which control returns to step 465 and the method is repeated until charging of the battery 175 is completed and / or DCFC operation is terminated or a re-prioritization causes cabin cooling to take priority over battery charging such that a different sequence of the method is enabled.

[0080] During DCFC operation, when cabin cooling takes priority over battery charging at step 500C, and continues with reference to Figure 6, the controller then executes step 550 and determines the CN for cooling the cabin 240 to a predetermined temperature based on the ambient temperature, the current cabin temperature, and other possible parameters. Next, the method and controller execute step 555 to determine the CN for the battery 175 and the power electronics 185. The controller of the method then executes the control logic of step 560 to determine the CC surplus 360 by the difference between the available CC and the combination of the CN for the cabin 240, the battery 175, the power electronics 185, and other components of step 555. At step 565, the controller of the method determines whether the CC surplus 360 is greater than or equal to zero, and if the CC surplus 360 is greater than or equal to zero, the controller of the method executes step 570 to control loops 250 and 260 to enable Figure 4 Configuration (2) is performed to allocate a first portion 375 of CC to cool the cabin 240 based on the CCP signal 310 and the predetermined temperature. Step 575 is then performed to allocate the remaining portion of CC 380 to cool the battery 175 and power electronics 185, which may require an increased charging time and a reduced charging rate as long as cabin cooling remains a priority over battery charging. The method and controller then return to step 500C and repeat the sequence until battery charging is complete or DCFC operation is suspended or a re-prioritization causes battery charging to take priority over cabin cooling so that a different sequence of the method is enabled.

[0081] Conversely, the controller of the method may determine at step 565 that CC surplus 360 is not greater than zero and then proceed to step 580 to enable Figure 4 Here, the prioritized cabin cooling must be limited to enable a certain amount of DCFC charging of the battery 175 to occur, which requires that a portion of the CC be available for this, and this also requires adjustments to increase the predetermined temperature of the cabin 240, thereby reducing the CN for the cabin 240. In this case, the controller then executes step 580 and allocates the first portion 365 of the CC to the battery 175 and power electronics 185 according to the adjusted charging rate until the battery 175 is fully charged, as long as DCFC operation continues. The controller then executes step 585 to allocate the remaining portion 370 of the CC for cooling the cabin 240 (as long as cabin cooling continues to be prioritized) until re-prioritization occurs, battery charging is completed, or DCFC operation is terminated.

[0082] Although exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the present invention. Rather, the words used in the specification are descriptive rather than restrictive, and it should be understood that various changes may be made without departing from the spirit and scope of the present invention. In addition, the features of various implemented embodiments may be combined to form further embodiments of the present invention.

Claims

1. A vehicle comprising: Battery; The controller is configured as: charging the battery in response to a DC fast charge signal; In response to a decrease in cooling demand determined by ambient temperature, a predetermined cabin temperature, a predetermined charging time, and a temperature of the battery and power electronics, adjusting a battery charging rate and a battery charging time such that a battery charging rate increases; When the cooling demand exceeds the cooling capacity of the cooler, a capacity warning signal is transmitted, and the predetermined cabin temperature and the predetermined charging time are adjusted according to the charging comfort priority signal.

2. The vehicle according to claim 1, wherein: The controller is also configured to: allocating a first portion of the cooling capacity to controlling a temperature of a battery and power electronics based on the charging comfort priority signal and the adjusted charging rate; The remainder of the cooling capacity is allocated to controlling the predetermined cabin temperature.

3. The vehicle according to claim 1, wherein: The charging comfort priority signal commands a cabin temperature that results in an increased charging time; The controller is also configured to: allocating a first portion of the cooling capacity to control a cabin temperature based on the charging comfort priority signal; The remainder of the cooling capacity is allocated to controlling the temperature of the battery and power electronics in accordance with the reduced regulated charging rate.

4. The vehicle according to claim 1, wherein: the charging comfort priority signal commands a minimum charging time that reduces cooling capacity available to maintain the predetermined cabin temperature and increases the predetermined cabin temperature; The controller is also configured to: allocating a first portion of the cooling capacity to the battery and the power electronics according to the charging comfort priority signal and achieving the minimum charging time; Based on the increasing cabin temperature, the remainder of the cooling capacity is allocated to controlling the cabin temperature.

5. The vehicle according to claim 1, wherein: The controller is also configured to, in response to the charging comfort priority signal commanding a decrease in the predetermined cabin temperature causing the cooling demand to exceed the cooling capacity, reduce the charging rate of the battery so that the regulated charging time is increased and the charging rate of the battery corresponds to the remaining cooling capacity available for cooling the battery and power electronics.

6. The vehicle according to claim 1, wherein: The controller is also configured to: in response to the charging comfort priority signal commanding a minimum charging time and a maximum charging rate, allocate a first portion of the cooling capacity to control the temperature of the battery and power electronics to achieve the commanded charging time and charging rate, and allocate a reduced remaining portion of the cooling capacity to control the temperature of the vehicle cabin.

7. The vehicle according to claim 1, wherein: The controller is also configured to: When the cooling demand does not exceed the cooling capacity, the charging rate is increased to minimize the charging time, and the cooling capacity allocated to control the temperature of the battery and the power electronics is increased.

8. A method of controlling a vehicle, comprising: charging the battery in response to a DC fast charging signal; Do the following via the controller: Regulate the temperature of the vehicle cabin, battery and connected power electronics, The charging time is adjusted according to the ambient temperature, the predetermined cabin temperature and the predetermined charging time, so that the charging time decreases as the cabin cooling demand decreases. transmitting a capacity warning signal when a total cooling demand determined by the ambient temperature, the predetermined cabin temperature, the predetermined charging time, and the temperature of the battery and power electronics exceeds the cooling capacity of the cooler; The predetermined cabin temperature and the predetermined charging time are adjusted according to the charging comfort priority signal.

9. The method according to claim 8, further comprising: The controller performs the following operations: allocating a first portion of the cooling capacity to control the temperature of a battery and power electronics based on the charging comfort priority signal and the charging rate adjusted based on the adjusted charging time; The remainder of the cooling capacity is allocated to controlling the cabin temperature.

10. The method according to claim 8, further comprising: commanding a cabin temperature via the charging comfort priority signal that causes the total cooling demand to exceed the cooling capacity and results in a reduced charging rate and increased charging time; The controller performs the following operations: allocating a first portion of the cooling capacity to control a cabin temperature based on the charging comfort priority signal; The remainder of the cooling capacity is allocated to controlling the temperature of the battery and power electronics according to the regulated and reduced charging rate.

11. The method according to claim 8, further comprising: a minimum charging time commanded by the controller that results in an increase in charging rate and cabin temperature; allocating a first portion of the cooling capacity to the battery and power electronics based on the charging comfort priority signal and achieving an increased charging rate and minimized charging time; The remainder of the cooling capacity is allocated to controlling the increased cabin temperature.

12. The method according to claim 8, further comprising: commanding, by a controller in response to the charging comfort priority signal, a decrease in the predetermined cabin temperature, the decrease causing the total cooling demand to exceed the cooling capacity; The charge rate of the battery is reduced by the controller such that the regulated charge time increases and the charge rate of the battery corresponds to the remaining cooling capacity available for cooling the battery and the power electronics.

13. The method according to claim 8, further comprising: commanding, by a controller, a minimum charging time and a maximum charging rate in response to the charging comfort priority signal; allocating, by the controller, a first portion of the cooling capacity to control the temperature of the battery and the power electronics to achieve the commanded charging time and charging rate; The remainder of the reduction in cooling capacity is allocated to controlling the temperature of the vehicle cabin.

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