Control of a battery heat regulation pump for electric vehicles

Abstract

The present disclosure relates to the control of a battery thermal regulation pump for an electric vehicle. A hybrid electric vehicle (HEV) and operating method include a thermal management system (TMS) for maintaining an optimal battery temperature operating range. The TMS includes a controller, heater, pump, and valve for controlling the flow of convective fluids near the battery and other components. The TMS is responsive to battery temperature and differential signals, converting the signals into pump speed and heater signals using fuzzy logic multidimensional membership functions (MFs), thereby improving performance while reducing energy consumption by generating real-time, smooth pulse width modulated (PWM) pump speed and heater signals. The MF performance requires less processing power than previous systems, thereby enabling improved response time to battery thermal change rates and battery temperature change rates during HEV operation. Without the need for calibration lookup tables, the MF generates corresponding, real-time, tuned signal conversion factors using embedded temperature and differential MFs to generate PWM pump and heater control signals.

Description

Technical Field

[0001] The present disclosure relates to a battery thermal regulation pump controller for an electric vehicle. Background Art

[0002] Hybrid, plug-in and battery electric vehicles (HEV, PHEV and BEV) include high voltage electric traction batteries that may be subject to uncontrolled or poorly controlled extreme temperatures. During operation, battery temperature can be managed to optimize battery performance and service life. Previous HEV and other vehicle thermal management systems could achieve increased efficiency and improved batteries if variations in battery operating temperature could be managed without increasing the energy cost for heating and cooling the battery. HEV and battery performance may be affected by the surrounding environment, which may cause unexpected extreme temperatures to the battery, components and related systems. Previous attempts to manage battery temperature include predicting battery heat generation and regulating coolant flow by controlling pump speed or valves. However, there remains a need to improve battery temperature management by improving response time, reducing energy consumption and reducing the resources required to implement the control system. Summary of the invention

[0003] The present disclosure relates to an electric vehicle or HEV having other components in addition to a pump fuzzy logic control system for maintaining a temperature range of an operating battery using a coolant pump and a heater. The controller of the system uses the battery temperature and the rate of change of the battery temperature or the difference of the temperature over time to improve the responsiveness of the system and control the battery operating temperature to be closer to a predetermined limit or optimal operating temperature range. The control system implements fuzzy logic control by using membership functions to enhance the control capability and system performance characteristics for managing both the battery temperature and the rate of temperature change, which enables the design to flexibly establish the desired operating performance of the battery thermal management system.

[0004] The disclosed novel battery temperature management system can also minimize battery temperature variations and energy consumption during battery cooling or heating by reducing the complexity of the control system compared to proportional-integral-derivative (PID) controllers used in battery heat pump control. The control system also improves performance and increases efficiency by controlling the battery temperature within a preferred range during operation while saving energy and achieving smoother pump speed control while avoiding large step changes in the pump speed control command. This also eliminates the need for calibration lookup tables that consume increased control system memory and processor resources.

[0005] The present disclosure relates to hybrid electric vehicles (HEVs) and operating methods having a thermal management system (TMS) configured to maintain an optimal high voltage traction battery temperature operating range. The TMS includes, in addition to one or more controllers, heaters, pumps, valves, refrigerant coolers, radiators, and heat exchangers, other components that cooperatively control the flow of convective fluids around the battery and other components. The TMS may also include an engine driven and / or electrically operated compressor and / or cooler. The TMS responds to battery temperature and differential signals and converts them into pump speed and heater signals using fuzzy logic multidimensional membership functions (MFs), and the execution of the conversion requires less processor power, time, and memory, thereby improving responsiveness and reducing energy consumption of the controller and controlled components.

[0006] The controller utilizes the MFs to generate real-time, smoothed, calibrated temperature control signals (TCS), which may include, for example, pulse width modulated (PWM) pump speed and heater signals that enable improved response time to battery thermal and temperature change rates. The MFs include and employ, among other functions, embedded temperature and differential MFs, each configured to generate corresponding, real-time, tuned signal conversion factors and other parameters that are used to generate temperature and differential factors or components of the TCS and / or smoothed pump speed and heater signals. This is accomplished without the need for TMS and battery performance calibration lookup tables, which in the past have attempted to contain large data sets with increased storage requirements and which were previously required to generate the TCS and / or PWM pump and heater control signals.

[0007] More specifically, in a further arrangement, the HEV or vehicle includes a pump connected to control the flow of a convective fluid near the battery. The controller is configured to respond to the battery temperature and the differential signal and convert the TDS to a TCS and / or a smoothed PWM speed and heater signal corresponding to the TDS using a temperature membership function and a differential membership function. The pump and valve are controlled by the controller using the TCS to adjust the flow of the convective fluid to maintain a battery temperature range.

[0008] In other variations, a HEV or vehicle according to the present disclosure includes one or more controllers that may communicate with and / or be part of a thermal management system (TMS) configured to maintain optimal battery thermal operating conditions and / or operating temperature ranges during operation of the HEV. The TMS includes, among other components, a heater, a pump and valve for managing the flow of a convective fluid around a heat exchanger proximate the battery, and a refrigerant cooler and radiator. The controller under consideration is configured to respond to a battery temperature and a differential (TD) signal from the HEV. The differential signal is typically a differential of the temperature signal with respect to time, which determines the rate of change of the temperature signal.

[0009] In addition, the controller converts the TDS in real time using the MF, wherein the MF includes one or more or at least one temperature and differential membership functions. The MF is employed to generate at least one of a smoothed pulse width modulated (PWM) pump speed signal and a heating signal. The controller uses the pump speed signal to adjust the pump speed and the convective fluid flow, which achieves maintenance of an optimal battery temperature range. In addition, the heating signal is used by the controller to adjust the battery heater in a similar manner to also maintain an optimal battery temperature range.

[0010] During operation, the controller is configured with a temperature membership function (TMF) that is responsive to and configured to convert a battery temperature signal into a temperature factor for a smoothed PWM speed and heating signal. The TMF is configured to include temperature categories (MF-TC), wherein each temperature category: (a) overlaps across a predetermined temperature set point (T-SP), (b) generates a membership degree (TMF-MD) corresponding to the battery temperature signal, and (c) generates at least one TCS calibration factor (TCF). The controller then generates a temperature factor using the TMF based on a combination of the TMF-MD and at least one of the generated TCF and HS TCF (as described elsewhere herein).

[0011] Similarly, the controller may also be configured with a differential membership function (DMF) that is responsive to and configured to convert the battery differential signal into a differential factor for the smoothed PWM speed and heating signal. In addition, the DMF is further configured in a similar manner to include rate categories (MF-RC), wherein each rate category: (a) overlaps across the rate of change set point (CR-SP), (b) generates a membership degree (DMF-MD) corresponding to the battery differential signal, and (c) generates a TCS calibration factor (TCF). As further explained in the present disclosure, like the TMF, the controller generates a differential factor using the DMF based on a combination of at least one of the DMF-MD and the generated TCF.

[0012] The present disclosure also contemplates a method of controlling a HEV or vehicle, for purposes of example and not limitation, the method comprising: in response to a battery temperature and a differential (TD) signal, commanding, via a controller, a pump configured to control a flow of a convective fluid proximate to the battery. The method can also utilize temperature and differential membership functions to convert the TDS into a speed signal or a pump speed signal via a controller. The controller of the method can also control the pump and / or flow rate by utilizing a PWM speed signal to adjust the pump speed and / or flow rate to maintain a battery temperature range. In a similar manner, a PWM heater signal can be utilized to adjust control of a battery heater to maintain a battery temperature range.

[0013] In additional variations, for additional heat exchange functions, the method of the present disclosure is further configured to command a thermal management system (TMS) through a controller to further control the flow to the refrigerant cooler and radiator, the thermal management system (TMS) including a pump and a convection fluid, and also including a heater and heat exchanger near the battery and one or more valves in communication with the pump. The controller is similarly configured to adjust the heater and one or more valves to control the flow through the heat exchanger, cooler and radiator to maintain the battery temperature range.

[0014] The HEV also contemplates that the method includes: converting the TDS into a smooth pulse width modulated (PWM) pump speed and heating signal by a controller. The controller is also configured to use the smooth PWM heating signal to adjust the heater, and use the PWM pump speed signal to adjust the flow through the pump and valve to control the flow through the heat exchanger, cooler and radiator, thereby maintaining the battery temperature range. As with other variations of the present disclosure, the controller is also capable of converting the TDS into a smooth PWM speed and heating signal to include a temperature factor and a differential factor, and including the temperature MF and differential MF as described above. The method may also include generating at least one TCF corresponding to a temperature category and a rate category. These methods also consider generating converted PWM speed and heating signals by TMF and DMF respectively based on the generated TCF, TMF-MD, DMF-MD and a combination of temperature factors and differential factors.

[0015] According to the present invention, a vehicle is provided, comprising a thermal management system, the thermal management system comprising a heater, a pump and a valve for controlling the flow of a convective fluid around a battery, a refrigerant cooler and a radiator; and further comprising a controller, the controller being configured to respond to a battery temperature and a differential signal, and to adjust the flow according to a control signal to maintain a battery temperature range, wherein the control signal is generated according to the battery temperature and the differential signal using a temperature membership function and a differential membership function.

[0016] According to one embodiment of the present invention, the vehicle includes: the thermal management system (TMS) includes a heat exchanger close to the battery; and the controller is also configured to: convert a temperature and differential signal (TDS) into a temperature control signal (TCS) which is a calibrated, smooth, pulse width modulated (PWM) pump speed signal (PSS) and a PWM heating signal (HS), use the smooth PWM HS to adjust the heater, and use the PWM PSS to adjust the flow through the pump and valve to control the flow through the heat exchanger, cooler and radiator, thereby maintaining the battery temperature range.

[0017] According to one embodiment of the present invention, the vehicle includes: the controller is also configured with: a temperature membership function (TMF), which responds to and is configured to convert the battery temperature signal into a temperature factor of a smoothed PWM PSS and HS; the TMF includes temperature categories (MF-TC), wherein each temperature category overlaps across a predetermined temperature set point (T-SP), generating a membership degree (TMF-MD) corresponding to the battery temperature signal, and the controller is further configured to: generate a TCS calibration factor (TCF); and generate a temperature factor by the TMF according to a combination of the TMF-MD and the generated TCF.

[0018] According to one embodiment of the present invention, the vehicle includes: the controller is also configured with: a differential membership function (DMF), which responds to and is configured to convert the battery differential signal into a differential factor of smoothed PWM PSS and HS; the DMF includes rate categories (MF-RC), wherein each rate category overlaps across a rate set point (CR-SP), generating a membership degree (DMF-MD) corresponding to the battery differential signal, and the controller is also configured to: generate a TCS calibration factor (TCF); and generate a differential factor by the DMF based on a combination of the DMF-MD and the generated TCF.

[0019] According to one embodiment of the present invention, the vehicle includes: the controller is also configured to: convert a temperature and differential signal (TDS) into smoothed PWM PSS and HS to include a temperature factor and a differential factor, and the controller includes: a temperature membership function (TMF) responsive to and configured to convert a battery temperature signal into a temperature factor, and including a temperature category (TC), each temperature category (TC) generating a membership degree (TMF-MD) corresponding to the battery temperature signal; and a differential membership function (DMF) responsive to and configured to convert a battery differential signal into a differential factor, and including a rate category (RC), each rate category (RC) generating a membership degree (DMF-MD) corresponding to the battery differential signal; the controller is also configured to: generate a TCS calibration factor (TCF) corresponding to the temperature category and the rate category; and generate converted PWM PSS and PWMHS by TMF and DMF respectively according to the generated TCF, TMF-MD, DMF-MD and a combination of the temperature factor and the differential factor.

[0020] According to one embodiment of the present invention, the vehicle comprises: the controller is further configured to: convert the TDS into a smooth and calibrated PWM having a temperature factor and a differential factor PSS and HS, and the controller includes: a temperature membership function (TMF), which is responsive to and configured to convert the battery temperature signal into a temperature factor, and includes temperature categories (MF-TC), each temperature category (MF-TC) overlaps across a temperature set point (T-SP), and generates a membership degree (TMF-MD) corresponding to the battery temperature signal; a differential membership function (DMF), which is responsive to and configured to convert the battery differential signal into a differential factor, and includes a rate category (MF-RC), each rate category (MF-RC) overlaps across a rate of change set point (CR-SP), and generates a membership degree (DMF-MD) corresponding to the battery differential signal; the controller is also configured to: generate a TCS calibration factor (TCF) corresponding to the temperature category and the rate category; and generate a converted TCS by the DMF and the TMF according to the generated TCF, TMF-MD, DMF-MD and a combination of the temperature factor and the differential factor.

[0021] The Summary of the Invention for embodiments and configurations of the HEV and described components and systems introduces a selection of exemplary embodiments, configurations and arrangements in a concise and less technical detail arrangement, and the exemplary embodiments, configurations and arrangements are further described in more detail in the following Detailed Description in conjunction with the accompanying drawings and the claims.

[0022] 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 independently in various exemplary embodiments, or, as further described elsewhere herein, may be combined in other exemplary embodiments, and may also be understood by those skilled in the art and knowledgeable in the relevant art with reference to the following description and accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] A more complete understanding of the exemplary embodiments of the present disclosure may be obtained by considering the following drawings with reference to the detailed description and claims, wherein the same reference numerals indicate similar or identical elements throughout the drawings. The drawings and annotations thereon are provided to facilitate understanding of the present disclosure and are not intended to limit the breadth, scope, scale, or applicability of the present disclosure. The drawings are not necessarily drawn to scale.

[0024] Figure 1 is a diagram of a hybrid electric vehicle and its systems, components, sensors, actuators, and methods of operation;

[0025] Figure 2 For illustration purposes, the modified details are shown with components removed and rearranged. Figure 1 Certain aspects of the present disclosure described in;

[0026] Figure 3 For further explanation purposes, certain components are removed and rearranged. Figure 1 and Figure 2 Additional aspects and functionality of the vehicles, systems and methods;

[0027] Figure 4 Other aspects of the vehicle systems and methods in the previous figures are depicted, and various additional functions of the vehicle contemplated and other operational functions of the present disclosure are described. 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, and the present invention 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 achieve embodiments that should be apparent to those skilled in the art but may not be explicitly shown or described. The combinations of features shown are representative embodiments for typical applications. However, various combinations and variations 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 those working in the relevant technical field.

[0030] Referring now to the various drawings and illustrations, and to Figure 1 , Figure 2 , Figure 3 and Figure 4 (with particular reference to Figure 1 ), showing a schematic diagram of a hybrid electric vehicle (HEV) 100. Representative relationships between components of the HEV 100 are shown, and the HEV 100 may also be an electric vehicle (EV), a battery electric vehicle (BEV), a plug-in hybrid electric vehicle (PHEV), and combinations and variations thereof (collectively referred to herein as "HEV"). The physical layout and orientation of the components in the vehicle 100 may vary. The vehicle 100 includes a powertrain 105 having a powertrain 110, the powertrain 110 including an internal combustion engine (ICE) 115 and an electric motor or electric motor / generator / starter (M / G) 120, the ICE 115 and the M / G 120 generating power and torque to propel the vehicle 100. The engine or ICE 115 is an engine or fuel cell driven by gasoline, diesel, biofuel, natural gas, or an alternative fuel, which, in addition to generating output torque, generates other forms of electrical power, cooling power, heating power, vacuum power, pressure power, and hydraulic power through the front end engine accessory device (FEAD) described elsewhere herein. The ICE 115 is coupled to the electric machine or M / G 120 using a disconnect clutch 125. When the disconnect clutch 125 is at least partially engaged, the ICE 115 generates power for transmission to the M / G 120 and an associated engine output torque.

[0031] The M / G 120 may be any of a variety of types of electric machines, such as a permanent magnet synchronous motor, an electric 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 operate as a generator and to other components of the vehicle 100. Similarly, in a vehicle that includes or does not include a separate engine starter 135, the M / G 120 may 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, with the disconnect clutch 125 partially or fully engaged.

[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 by the disconnect clutch 125 and can be turned off, thereby enabling the M / G 120 to deliver positive or negative (reverse) mechanical torque to the M / G drive shaft 140 in both forward and reverse directions. When in generator mode, the M / G 120 can also be commanded to generate negative electric torque (when driven by the ICE 115 or other powertrain elements) and thereby generate electricity for charging the battery and powering the vehicle electrical system, while the ICE 115 generates propulsion power for the vehicle 100. As described in more detail below, when in generator mode, the M / G 120 can also achieve regenerative braking by converting rotational kinetic energy from the powertrain 110 and / or wheels 154 during deceleration into negative electric torque and into regenerated electrical energy for storage in one or more batteries 175 , 180 .

[0033] The disconnect clutch 125 can be disengaged to enable the engine 115 to be stopped or independently operated to drive 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 jointly propel the vehicle 100 through the drive shafts 130, 140, 150, the differential 152, and the wheels 154. Each or any of the components described may be partially and / or fully combined in a comparable drive axle configuration (not shown). The powertrain 105 may also be modified to achieve regenerative braking from one or any of the wheels 154 by utilizing a selectable and / or controllable differential torque capacity. Although Figure 1Two wheels 154 are schematically depicted, but the present disclosure contemplates powertrain 105 including additional wheels 154 .

[0034] Figure 1 The schematic diagram of also contemplates alternative configurations having more than one engine 115 and / or M / G 120 that may be offset relative to the drive shafts 130, 140, wherein one or more of the engine 115 and M / G 120 are disposed elsewhere in the powertrain 105 (such as between or as part of a torque converter and transmission and / or drive axle, axially offset from the drive shaft, and / or elsewhere within other devices) in a series and / or parallel manner. Other variations are also contemplated without departing from the scope of the present disclosure. The powertrain 105 and powertrain 110 also include a transmission (the transmission includes a torque converter (TC) 155), which connects the engine 115 and M / G 120 of the powertrain 110 to the transmission 160 and / or connects the engine 115 and M / G 120 of the powertrain 110 to the transmission 160. The TC 155 may also include a bypass clutch and a clutch lock 157 that may also operate as a launch clutch to enable further control and regulation of the power and torque transferred from the powertrain 110 to other components of the vehicle 100 .

[0035] In other variations, a vehicle component heating device (such as a battery heater 170) is also included, which when heated can improve the charging and discharging efficiency of the battery (including chemistries with preferred temperature operating ranges). The heater 170 can be electrically driven by one or more of the batteries 175, 180, the ICE-driven device (also known as the front end accessory device (FEAD) alternator or generator), the M / G 120, or other components. As described elsewhere herein, the heater 170 can also be heated and cooled and have a temperature controlled by convective fluid flow together with and / or in combination with a thermal control system and capacity. The powertrain 110 and / or powertrain 105 also include one or more batteries 175, 180 and other types of energy storage devices for storing and releasing electrical energy, thermal energy, and / or kinetic energy.

[0036] One or more of such 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 and supply electrical energy to the M / G 120, capture and store electrical energy during regenerative braking, to power and store electrical energy from other vehicle components and accessories. Other batteries may be low voltage DC batteries 180 operating in the range of between about 6 volts and 24 volts (or greater or less), which is used to store and supply electrical energy to the starter 135 to start the engine 115, and to supply electrical energy to other vehicle components and accessories.

[0037] As described elsewhere herein, the batteries 175, 180 are connected to the engine 115, the M / G 120, and the vehicle 100 (eg, Figure 1 120). 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 convert and 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 charge one or more batteries 175, 180 using energy generated by the M / G 120 and / or front end accessory drive components, and to receive, store, and provide power from and to other vehicle components as needed.

[0038] The vehicle 100 may also include one or more refrigerant compressors 187, which may be ICE-driven front-end accessory devices, and / or electrically driven and / or operated devices mounted on or near the ICE 115 or at other locations of the HEV 100 (e.g., near and driven by the M / G 120). At least one cooler 190 cooperatively connected to the compressor 187 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 an ICE belt-driven or direct-driven front-end accessory, mounted near the M / G 120 (whereby the overall pump is driven by the M / G 120) or at other locations of the HEV 100. A heat exchanger, such as a radiator or heat sink or evaporator 195 , may be coupled to one or more of the compressor 187 and the cooler 190 to enable heat exchange with the passenger compartment 220 , the batteries 175 , 180 , the MCM / BCM / power electronics 185 , and other vehicle components of the HEV 100 that may require heating and / or cooling.

[0039] 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 functions. 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 vehicle networks 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 communication links between controllers, sensors, actuators, and vehicle systems and components. VCS 205 is also configured with one or more communication, navigation, and other sensors, and may collaborate with VSC 200 and other controllers in parallel, serial, and distribution to manage and control vehicle 100 in response to sensor and communication signals identified by, established by, transmitted to, and received from these vehicle systems and components.

[0040] Although the MCM / BCM 185, VSC 200, and VCS 205 are shown herein as discrete, individual controllers for purposes of illustration, the MCM / BCM 185, VSC 200, and VCS 205 may control, be controlled by, transmit signals to and from, and exchange data with other controllers and other sensors, actuators, annunciators, and components that are part of larger vehicle and control systems, external control systems, and internal and external networks. The functions and configurations described in conjunction with any particular microprocessor-based controller considered herein may also be implemented in one or more other controllers and distributed among more than one controller such that multiple controllers may individually, collaboratively, in combination, and cooperatively implement any such functions and configurations. Thus, recitations of "controller" or "the controllers" are intended to refer to such controllers in the singular as well as in the plural and individually, collectively, and in various suitable cooperative and distributed combinations.

[0041] In addition, communication through the network and CAN 210 is intended to include responding, sharing, sending and receiving commands, signals, data, embedded data in signals, 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 may be implemented as a single integrated interface for communication of raw data and signals, and / or signal conditioning, processing and / or conversion, short circuit protection, circuit isolation and similar functions. Alternatively, one or more dedicated hardware or firmware devices, controllers and on-chip systems may be used to pre-condition and pre-process specific signals during communication and before and after communication.

[0042] 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 persistent 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 and system and the controller and CPU are not powered on or powered off. The computer-readable storage device or medium 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 combined storage device that can store and transmit data).

[0043] Refer 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, e.g., 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 component of the powertrain. The transmission control unit may also be connected to the VSC 200 and other controllers via the CAN 210, as well as to the transmission 160, and may also be optionally connected to the TC 155 to achieve operational 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 and communicates with CAN 210, and is connected to the engine 115 and VSC200 that cooperates with PCU 215 and other controllers.

[0044] 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 may transmit control commands, logic, instructions and 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, 180, the MCM / BCM / power electronics 185 and other components and systems. Even if not shown in the drawings, the controller may 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. 2 also depicts exemplary sensors and actuators in communication with the vehicle network and CAN 210 , which may send and receive signals to and from the VSC 200 , VCS 205 , and other controllers.

[0045] As another example, various other vehicle functions, actuators, and components may control controllers within vehicle systems and components, and / or be controlled by controllers within vehicle systems and components, and may generate signals and receive signals by other controllers, sensors, and actuators. For purposes of illustration and not limitation, the various other vehicle functions, actuators, and components may include front end accessory drive (FEAD) components and various sensors for battery charging or discharging, battery and power electronics temperature and rates of change thereof, external ambient air temperature and cabin and component temperature, voltage, current, and battery discharge power and rate limits and changes (wherein sensors for battery charging or discharging include sensors for detecting and / or determining maximum charge, state of charge or state of charge (SoC), discharge power limits), and other components.

[0046] Continuing with the various drawings, reference is now made in particular to Figure 1 and Figure 2, the present disclosure contemplates 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. In addition to the heater 170, at least one of an engine driven and / or electrically operated refrigerant compressor 187 and / or a cooler 190 (each with a convective fluid) is also included. Each of the heater 170, the compressor 187, and the cooler 190 is configured with a corresponding heat exchange capacity and forms part of and is connected to a refrigerant and coolant distribution and thermal management system (TMS) 230. The TMS 230 includes data, signal and power communication lines (shown as dashed lines in the various figures and schematics) and convective fluid refrigerant lines 235 and coolant lines 237 that transmit power, data, convective fluids (such as refrigerant and coolant) between the heater 170, compressor 187 and cooler 190 and heat exchangers, heat sinks, radiators and / or evaporators 195 located near the passenger compartment 220, HV battery 175 and power electronics 185.

[0047] The HEV 100 and TMS 230 also include one or more controllers connected to these HEV components and other HEV components. These controllers (e.g., including those included in the TMS 230, the power electronics 185, and / or other controllers) are configured to cool and heat the battery 175 during charging and discharging of the battery 175, and to regulate and control the cooling rate and heating rate. These controllers (e.g., including those included in the TMS 230) manage the allocation of heat exchange capacity to control the temperature of components such as the HV battery 175 and the connected power electronics 185.

[0048] Continuing with reference to the various drawings, and now in particular to Figure 2 , additional details of the TMS 230 schematically depict a contemplated HEV 100 thermal management system that is configured to manage the heating and cooling required to operate the HEV 100. For illustrative purposes, although the present disclosure primarily describes various cooling-related heat exchange capabilities, it should be understood by those skilled in the relevant art that the TMS 230 is configured to achieve both cooling and heating of various components of the HEV 100 (e.g., including the batteries 175, 180 and other vehicle components). It is understood that Figure 2 Various aspects of the cooling assembly of the TMS 230 are depicted. However, those skilled in the art will refer to Figure 1It should also be understood that fluid heating capacity and electrical heating capacity are also achievable and contemplated, and include, for example, but not limited to, an exemplary heater 170 that can cooperate with the TMS 230 and other controllers to warm and heat various components (such as, for example, a heat exchanger 195 connected to the battery 175, power electronics 185, and other components) and other heating components.

[0049] The controller of the TMS 230, the power electronics 185, the VSC 200, the VCS 205, etc. are configured to detect temperature, differential temperature, or rate of change of temperature using the temperature and pressure sensor 280 and the temperature sensor 282, and generate a temperature signal (TS) 240 and a differential temperature signal (DS) 240 that identify, establish, and transmit the temperature and differential temperature (also collectively referred to as temperature and differential temperature signals (TDS) 240). In response to the TDS 240, the controller initiates heat exchange and temperature control of the battery 175 and other components to achieve optimal battery performance during charging and discharging operations.

[0050] Continue to refer to Figure 1 and Figure 2 , and now also refer to Figure 3 , it will be appreciated by those skilled in the art that the HEV 100 and various controllers may be configured to initiate and control heat exchange and temperature control of the battery 175 and other components to achieve improved efficiency and performance during operation. The controller also includes fuzzy logic, membership functions (MFs) 300 (such as temperature MFs 315 and differential MFs 350) configured to convert the TDS 240 into a smooth pulse width modulated (PWM) temperature control signal (TCS) 245 for controlling heat exchange between the battery 175 and the TMS 230. The converted TCS 245 may include, represent and / or transmit a pump speed signal (PSS) 245 and / or a heating signal (HS) 245 generated by the fuzzy logic membership function (MF) 300. The TCS 245 may be used to adjust pumps and valves and heating power configurations to control the flow of convective fluid and control the electrical performance and / or convective fluid control performance of the heater 170 to regulate, maintain and control the temperature and / or temperature range of the battery 175 and other components of the HEV 100 .

[0051] The TMS 230 is typically configured to also include at least one refrigerant circuit 250 that may use a convective fluid or refrigerant (such as R134a) and may include a refrigerant line 235 that connects the air conditioning (A / C) compressor 187 with the A / C condenser 255, the heat exchanger / evaporator 195, and the chiller 190, among other components. The TMS 230 may also typically include at least one coolant circuit 260 (in addition to and / or in conjunction with any coolant circuit included with the ICE 115) that may use another convective fluid or coolant (which is similar to any of many commonly used ICE antifreezes) and is configured to heat and / or cool one or more non-ICE 115 components. The coolant loop 260 may also include a coolant line 237 that connects the heater 170 and / or cooler 190 with one or more non-ICE components (e.g., including at least one of the HV battery 175, the BCM / MCM / power electronics 185), a battery / power electronics radiator 265, and other components.

[0052] The TMS 230 may also include various sensors, pumps, and valves, and may include, for example, one or more thermal expansion valves 270 and / or solenoid operated valves 275 included throughout the refrigerant circuit 250 and connected to the refrigerant line 235 and the heat exchanger / evaporator 195 and 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 near components such as the battery 175, power electronics 185, and the refrigerant line 235 and coolant line 237, which are positioned and configured to control the flow and volume of the coolant and refrigerant along with an electrically actuated and electrically driven multi-position valve 285 for controlling and switching flow between outputs, a proportional valve 287 to achieve different flows to multiple outputs, and a pump 290.

[0053] Various valves and pumps may also be included that are used in such a configuration where the cooler 190 may be used for heat transfer between the heat exchanger / evaporator 195, the cabin 220, and other components of the coolant loop 260. In a further arrangement, the coolant loop 260 may include a cooler bypass coolant line 262 that may utilize a proportional valve 287 to achieve proportional flow between the bypass line 262 and the cooler 190 for operation of the coolant loop 260 during heating / cooling and cooling the cooler via the radiator 265 when the refrigerant loop 250 is unavailable or otherwise not needed. Each of these components of the TMS 230 achieves thermal control of the HV battery 175 and / or other batteries and / or power electronics 185 by cooperating with one or more of the controllers (such as those included in the BCM / MCM / power electronics 185).

[0054] As shown in the various figures (including Figure 1 , Figure 2 and Figure 3 ), the signals and data (e.g., including TDS 240, TCS 245 and related control logic and executable instructions and other signals and data) may also include other signals (OS) 305 and control or command signals (CS) 310 sent and received back and forth between controllers, vehicle components and systems. TDS 240, TCS 245, OS 305 and CS 310 may be generated, established, and transmitted back and forth between any of the vehicle controllers, sensors, actuators, components and systems. Any and / or all of these signals may be raw analog or digital signals and data, or pre-conditioned, pre-processed, combined and / or derived data and signals generated in response to other signals, and any and / or all of these signals may represent voltage, current, capacitance, inductance, impedance, signal pulse width, frequency and modulation, and digital data representations thereof, as well as digital information, data, analog information, digital information and multimedia information embedded in these signals, and may be represented by voltage, current, capacitance, inductance, impedance, signal pulse width, frequency and modulation, and digital data representations thereof, as well as digital information, data, analog information, digital information and multimedia information embedded in these signals.

[0055] The described signals, commands, control instructions and logic, data and information may be communicated and operated through various intended controllers, sensors, actuators and other vehicle components as described above. Figure 1 , Figure 2 and Figure 3As well as other figures, formulas and equations are schematically represented, and can be represented by flowcharts or similar diagrams illustrated in the method of the present disclosure specifically described herein. Such flowcharts and diagrams show exemplary commands, control processes, control logic and instructions and operating strategies, which can be implemented using one or more computing, communication and processing technologies (which may include real-time, event-driven, interrupt-driven, multi-tasking, multi-threading and combinations thereof). The steps and functions shown can be executed, communicated and implemented in the order depicted, in a parallel manner, in a repetitive manner, in a modified order, and can be combined with other processes and omitted in some cases. The commands, control logic and instructions can be executed in one or more of the microprocessor-based controllers, external controllers and systems described, and can be mainly implemented as hardware, software, virtualized hardware, firmware, virtualized hardware / software / firmware and combinations thereof.

[0056] Continue to refer to Figure 1 , Figure 2 and Figure 3 , the HEV 100 includes a variation as follows: the controller is responsive to the battery temperature and the differential temperature signal (TDS) 240, and is configured to control and connect to the pump 290 and valves 270, 275, 285, 287. The controller is also configured to control the flow of a convective fluid (such as a refrigerant and / or coolant) near the battery 175, which can be achieved using a heat exchanger 195 and / or a heater 170 or other components. The controller can convert the TDS 240 into a smooth, calibrated temperature control signal (TCS) 245 corresponding to the TDS 240 using a membership function (MF) 300 (such as a temperature MF 315 and a differential MF 350). The controller also regulates the flow by controlling the convective fluid flow using the pump 290 and valves 270, 275, 285, 287 using the TCS 245 to maintain the battery temperature range.

[0057] The temperature MF (TMF) 315 and the differential MF (DMF) 350 are also configured to generate the converted TCS 245 in real time with higher resolution and accuracy so that changes to the TCS 245 correspond more closely to changes in the TDS 240. The higher accuracy enables the converted TCS 245 to be generated and adjusted to be smooth and generally continuous, and to have less jitter from one change to the next when the MF 300 converts the changing TDS 240. Other approaches (such as lookup tables and conversion algorithms with discrete steps, boundary conditions, etc.) may hinder and fail to generate real-time, smooth, jitter-free conversion of the TDS 240, and instead cause the converted TCS 245 to exhibit large steps and discontinuities from one change to the next, which may consume unnecessary energy to control pumps, valves, and heaters, thereby resulting in less than optimal temperature control of the battery 175 and other components of the HEV 100, and may adversely affect the life cycle performance of the TMS 230.

[0058] As explained elsewhere herein, TMF 315 and DMF 350 are also configured to calibrate the converted TCS 245 to further improve the accuracy of TMS 230's control of the temperature of battery 175 and other components. Controller and MF 300 can further achieve improved accuracy and smoothness by generating TCS 245 as a pulse width modulated (PWM) signal.

[0059] The PWM signal under consideration may be calibrated to have a switching frequency and duty cycle tuned for improved accuracy and resolution and compatible for use with the selected valves 270, 275, 285, 287 and pump 290. In addition, the TCS 245 may be generated as a PWM control, speed signal 245 and heating signal 245 for regulating the operation of the heater 170, valves 270, 275, 285, 287, the speed of the pump 290, the convective fluid flow, and the performance of the heater 170, respectively.

[0060] Continue to refer to Figure 3 In a variation, the present disclosure includes further incorporating and / or configuring and / or using as a temperature membership function (TMF) 315 ( Figure 3 and the controller of equation 1), the TMF 315 responds to and is configured to convert the battery temperature signal TDS 240 into TCS 245 .

[0061] Formula 1

[0062]

[0063] The conversion from TDS 240 to TCS 245 further includes a temperature factor (TF) (Equation 2) and a difference factor (DF) (Equation 3).

[0064] Formula 2

[0065]

[0066] Formula 3

[0067]

[0068] The TMF 315 is also configured to generate TFs from the TDS 240 , and includes MF temperature categories (MF-TCs) 320 , wherein each MF-TC 320 overlappingly spans a predetermined and / or calculated MF temperature set point (T-SP) 325 .

[0069] For purposes of illustration, each MF-TC 320 may be generally calibrated overlappingly to be centered about one of the predetermined and / or calculated T-SPs 325. Although the number, configuration, and calibration of these MF-TCs 320 and T-SPs may be adjusted for various preferred applications, Figure 3 In this exemplary description, five MF-TCs 320 and five T-SPs 325 are predetermined, selected, calculated, and / or calibrated, but a one-to-one correspondence between MF-TCs and T-SPs is not required.

[0070] Here, the TMF 315 shown as an example has MF-TC 320 or MF-TC(j) with "j" iterating from 1 to "n", in this example n=5, and including MF-TC1 category "very low", MF-TC2 category "low", MF-TC3 category "zero", MF-TC4 category "high" and MF-TC5 category "very high".

[0071] Each of these MF-TC categories 320 overlaps centrally relative to T-SPs 325, including, for example but not limited to, T-SP1 at -40 degrees Celsius (°C), T-SP2 at -20°C, T-SP3 at 0°C, T-SP4 at 20°C, and T-SP5 at 40°C.

[0072] During the TMF 315 conversion of the TDS 240, the controller generates and / or establishes a membership degree (TMF-MD) 330 corresponding to the TDS 240, which depends on and is a function of the MF-TC 320 and the T-SP 325. The TMF-MD 330 establishes a continuous correspondence with the TDS 240 and reflects the continuous relationship of the TDS 240 and the degree of relationship of the TDS 240 to each category MF-TC category 320.

[0073] Continue to refer to Figure 31, and now also referring to Table 1, in one example, the TMF 315 controller may receive and convert the TDS 240 (such as, TDS 335 ( Figure 3 ), for purposes of example and not limitation, the TDS 335 represents a detected battery temperature of approximately 23 degrees Celsius detected at some exemplary times during operation of the HEV 100 (see also Table 1, e.g. (EG), T=23° C.).

[0074] The controller detects via TMF 315 that the TDS 335 of 23 degrees Celsius is in the overlapping category 320 of both MF-TC4 (high) and MF-TC5 (very high). TMF 315 then generates a corresponding TMF-MD 340 of 0.85 for the MF-TC4 category "high" and an overlapping TMF-MD 345 of 0.15 for the MF-TC5 category "very high".

[0075]

[0076] Table 1 also reflects further examples of the operation of the TMF 315 when the controller receives and converts the TDS 240, where the TDS 240 represents multiple temperatures of the battery 175. Table 1 shows additional aspects of the conversion of the TDS 240 and the various TFs and DFs generated by the TMF 315 and other components of the resulting TCS 245. Table 1 also describes how Figure 3 Schematically depicts a portion of TMF-MD 330 synthesized according to various additional examples described herein.

[0077] Although not shown in the figure, it should be understood by those skilled in the art that the MF-TC(n) category of "not very low" of the TMF 315 can be used to represent one or more of the categories 320 of "low", "zero", "high" and / or "very high" in combination. Similarly, "non-low" can be used to represent one or more of "very low", "zero", "high" and / or "very high" in combination. By analogy, it is obvious that "non-zero", "non-high" and / or "not very high" can be used to represent each or all of the other categories 320 in combination, respectively, through this Boolean negation method.

[0078] The controller also includes and / or is configured with and / or functions as a DMF 350 configured to generate a DF based on the rate of change and / or difference of the TDS 240 with respect to time. The DMF 350 also includes rate classes (MF-RCs) 355, each MF-RC 355 being calibrated to overlap across one of the predetermined and / or calculated rate of change set points (CR-SPs) 360. Here too, even though this example illustration includes three MF-RCs 355 overlapping across three corresponding CR-SPs 360, the number, configuration, and calibration of the MF-RCs 355 and CR-SPs 360 may be adjusted for various applications, and a one-to-one correspondence between the MF-RCs 355 and the CR-SPs 360 is not required.

[0079] For purposes of example and not limitation, the DMF 350 is shown as having MF-RC 355 or MF-RC(i) with "i" iterating from 1 to "n", i=3 in this example, to include MF-RC1 category "low", MF-RC2 category "medium", and MF-RC3 category "high".

[0080] Although not reflected in the drawings, it should be understood by those skilled in the art that a "non-zero" MF-RC(n) Boolean negation class 355 can be used and adjusted to an overlapping arrangement as discussed elsewhere herein to represent one or more of "medium" and / or "high" in combination. Similarly, "non-medium" can be used to represent one or more of "zero" and / or "high" in combination, and "non-high" can be used to represent one or more of "zero" and / or "medium" in combination. These optional preferred class arrangements may be useful in specific applications to further improve real-time response and reduce the demand on processing and storage resources of the DMF 350.

[0081] For another exemplary illustration, each of these MF-RC categories 355 overlaps centered relative to a CR-SP 360, which includes a CR-SP1 of zero degrees Celsius per second (°C / s), a CR-SP2 of 0.15°C / s, and a CR-SP3 of 0.30°C / s. Also for the purpose of adjusting and / or improving real-time response, reducing the demand for processing and storage resources, reducing the demand for functions 385, 390, and merging specific test conditions or rows into a single test condition / row, the categories of "non-high", "non-medium", and / or "non-zero" may be employed. In this further example, "non-high" may be used to represent other categories (such as "zero" and / or "medium") in a combined manner. In addition, "non-medium" may represent "high" and / or "zero", and / or "non-zero" may be used to represent "medium" and / or "high" and combinations thereof.

[0082] During conversion of the rate of change of TDS 240 by DMF 350 (occurring concurrently with operation of TMF 315), the controller generates and / or establishes a rate of change or rate of change membership (DMF-MD) 365 corresponding to the rate and / or differential of TDS 240 as a function of and in accordance with MF-RC 355 and CR-SP 360. Referring now also to Table 2, in an exemplary arrangement, DMF 350 is configured to receive and convert a rate of change or differential signal TDS 240 (such as dT 370 ( Figure 3 )).

[0083] In a further example, dT 370 depicts a detected rate of change of battery temperature of approximately 0.20° C. / s via TDS 240. Through DMF 350, the controller detects that dT 370 of 0.20° C. / s is in the overlapping MF-RC categories 355 of both MF-RC2 (Medium) and MF-RC3 (High). Therefore, for additional illustration purposes, DMF 350 generates a corresponding DMF-MD 375 of 0.60 for MF-RC2 category “Medium” and an overlapping TMF-MD 380 of 0.40 for MF-RC3 category “High”.

[0084]

[0085] Table 2 also depicts further exemplary operational results of the DMF 350 when the controller receives and converts the TDS 240. Figure 3 Table 2 also illustrates various rates of change, differential “dT” and / or rates of change of temperature of the battery 175 and illustrates various components of the resulting generated TCS 245 corresponding to the synthesized DMF-MD 365 as depicted by the various examples described herein.

[0086] TMF 315 and DMF 350 also generate TCS calibration factor (TCF) 385 based on MF-TC 320 and MF-RC 355, which is also shown in FIG. Figure 3 The TCF 385 is shown in FIG. Then, the TMF 315 and DMF 350 generate the TF and DF, TMF-MD 330, DMF-MD 365, and the generated TCF 385, 390, which are then used to generate the TCS 245 (as shown by continuing to refer to FIG. Figure 3 , Table 2 and can be understood according to Formula 1). In addition, Figure 3In the example, as with other functions and representations discussed elsewhere herein, a Boolean negation test condition or function rule "not high" is used to represent "zero" and / or "medium" MF-RC(n), so that the additional test conditions or rules in functions 385, 390 are not required and are combined into a single test condition or rule if appropriate and desired for various applications. The generated TCS 245 can then be used to control the convective fluid flow and battery temperature by correspondingly generating the desired PWM control and speed signals for regulating the operation of the valves 270, 275, 285, 287, the rotational speed of the pump 290, the resultant convective fluid flow, and the performance of the heater 170, respectively.

[0087] Continue to refer to Figure 3 1, it can be understood that the controller is configured with and / or used as TMF 315 and DMF 350, and is also configured to control the performance of the heater 170 by generating TCS 245 as a heating signal (HS) 245. In an arrangement where the battery 175 may need to be heated, the performance of the heater 170 is controlled by TCS 245 as HS 245, and it is also expected that different heating signal calibration factors (HS TCF) 390 ( Figure 3 ).

[0088] As with the previous arrangements, it should be understood in conjunction with the other examples and configurations described herein that the TMF 315 and DMF 350 then also generate the TF, DF, TMF-MD 330, DMF-MD 365, and the generated HS TCF 390, which is then used to generate the TCS 245 as the HS 245. Furthermore, with respect to this HS 245 configuration and example, the HS may also be a desired PWM signal that may be calibrated to have a switching frequency and duty cycle tuned to improved accuracy and resolution, and used compatible with the heater 170 and related components.

[0089] In each of these example configurations, the TCS 245 may be generated as a smoothed calibrated PWM pump speed signal 245. Considering the previous example, the PSS 245 would be generated by the controller's TMF 315 and DMF 350 according to Equation 1 and now also considering Equation 4, which includes an example of a TDS 240 having a sensed temperature of 23°C and a sensed rate of change, dT 370, of 0.20°C / s.

[0090] Formula 4

[0091]

[0092] The controller, along with the TMF 315 and the DMF 350 , continues to generate the PSS 245 as described in part of Equation 5 (showing the internal operation of the controller).

[0093] Formula 5

[0094]

[0095] The algorithm of equations 4 and 5 is further shown in equation 6 and is based on Tables 1 and 2 and Figure 3 The TMF-MD330 and DMF-MD 365.

[0096] Formula 6

[0097]

[0098] Equation 7 depicts the simplified operation of Equation 6, and the synthesized, generated, calibrated, smoothed PWM PSS 245 of Equations 4, 5, and 6, which can be used to regulate the temperature of the battery 175 and to control the speed of the pump 290, the operation of the valves 270, 275, 285, 287, and the convective fluid flow and / or the performance of the heater 170.

[0099] Formula 7

[0100] For T = 23 °C and dT = 0.20 °C / s,

[0101] Continuing with reference to the various drawings, and now also to Figure 4 , the present disclosure includes methods of operating the HEV 100 according to each configuration, arrangement, variation, and modification described elsewhere herein. In another exemplary arrangement, as Figure 4 As further shown in , the present disclosure includes a method 400 that starts at step 405 and is configured using one or more of the controller and TMS 230; controls and maintains the temperature and / or temperature range of the battery 175 and / or heater 170 in response to the battery temperature and differential signal (TDS) 240 at step 410.

[0102] At step 415, the method 400 includes converting the TDS 240 into a temperature factor (TF) and a difference factor (DF) as previously described. At step 420, the TMF 315 converts the TF using the MF-TC(n) 320 overlapping across the corresponding T-SP(n) 325, and generates a TMF-MD 330 corresponding to the temperature signal 245. Similarly, at step 425, the DMF 350 converts the DF using the MF-RC(n) 355 overlapping across the CR-SP(n) 360, and generates a DMF-MD 365 corresponding to the difference signal. The method also generates the TCF 385 and / or the HS TCF 390 using the MF-TC(n) 320 and the MF-RC(n) 355 at step 430.

[0103] The TCS 245 is generated by the controller of the TMS 230 and the method of operation at step 435 based on the generated TCF 385, HS TCF 390, TMF-MD 330, DMF-MD 365 and the combination of the temperature factor and the differential factor through the TMF 315 and DMF 350. At step 435, the method 400 generates a smoothed generated TCS 245, which can be generated as at least one of a pulse width modulated (PWM) pump speed (PSS) 245 and / or a heating signal (HS) 245. At steps 440 and 445, the TCS, PSS and / or HS 245 are used to control the power and / or pump 290 and / or valves 270, 275, 285, 287 to adjust the flow of the convective fluid near the heat exchanger 195 accordingly, and / or adjust the power to the heater 170 and / or the performance of the heater 170.

[0104] Steps 450 and 455 of method 400 also utilize TCS, PSS and / or HS 245 to control pump 290 and / or valves 270, 275, 285, 287 to accordingly adjust the flow of convective fluid near heat exchanger 195, pump 290, valves 270, 275, 285, 287 and / or to and through other components (such as refrigerant cooler 190 and radiator 265). At step 460, the controller of method 400 thereby controls, maintains and / or adjusts the temperature and / or temperature range of battery 170 and / or heat exchanger 195 and / or other components of HEV 100. At step 465, the method ends and returns control to the start step 405, where the method continues to control the temperature and its range.

[0105] Although exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the present invention. More specifically, 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 the embodiments of each implementation may be combined to form further embodiments of the present invention.

Claims

1. A vehicle comprising: a controller connected to the pump and the valve for controlling the flow of the convective fluid proximate the battery, the controller being configured to: in response to the battery temperature and the differential signal, adjust the flow to maintain the battery temperature range by controlling the pump and the valve using a temperature control signal, wherein the temperature control signal is generated by a fuzzy logic temperature membership function and a fuzzy logic difference membership function based on the battery temperature and the differential signal; and a thermal management system including a pump and a convective fluid and further including a heater and a heat exchanger proximate to the battery and one or more valves in communication with the pump to control the flow of the convective fluid between at least one of the heat exchanger and the cooler and the radiator, The controller is further configured to regulate the heater using a temperature control signal and to regulate a pump and one or more valves to control flow through the heat exchanger, cooler, and radiator in response to the temperature and the differential signal to maintain a battery temperature range.

2. The vehicle according to claim 1, wherein: The controller is also configured to: converting the temperature and differential signals using a fuzzy logic temperature membership function and a fuzzy logic differential membership function to generate a temperature control signal, the temperature control signal being one or more of a calibrated, smoothed pulse width modulated pump speed signal and a pulse width modulated heating signal; At least one of the flow rate and the heater is adjusted based on the pump speed signal and the heating signal to maintain a battery temperature range.

3. The vehicle according to claim 1, wherein: The controller is also configured with: a fuzzy logic temperature membership function responsive to and configured to be a temperature factor for converting the battery temperature signal into a temperature control signal, The fuzzy logic temperature membership function includes temperature categories, wherein each temperature category overlaps across a predetermined temperature set point and generates a membership degree corresponding to the battery temperature signal, The controller is also configured to: generating a calibration factor for a temperature control signal; The temperature factor is generated by a fuzzy logic temperature membership function based on a combination of a membership degree corresponding to the battery temperature signal and the generated calibration factor.

4. The vehicle according to claim 1, wherein: The controller is also configured with: A fuzzy logic differential membership function, responsive to and configured as a differential factor for converting the battery differential signal into a temperature control signal, The fuzzy logic differential membership function includes rate categories, wherein each rate category overlaps across the rate of change set point and generates a membership degree corresponding to the battery differential signal, The controller is also configured to: generating a calibration factor for a temperature control signal; The differential factor is generated by the fuzzy logic differential membership function based on a combination of the membership corresponding to the battery differential signal and the generated calibration factor.

5. The vehicle according to claim 1, wherein: The controller is also configured to: The temperature and differential signals are converted into a temperature control signal, the temperature control signal being smoothed, calibrated, and including a temperature factor and a differential factor, and the controller comprising: a fuzzy logic temperature membership function responsive to and configured to convert the battery temperature signal into a temperature factor and including temperature categories, each temperature category generating a degree of membership corresponding to the battery temperature signal; and a fuzzy logic differential membership function responsive to and configured to convert the battery differential signal into a differential factor and including rate categories, each rate category generating a membership degree corresponding to the battery differential signal; The controller is further configured to: generate a calibration factor for the temperature control signal corresponding to the temperature category and the rate category; A converted temperature control signal is generated by a fuzzy logic temperature membership function and a fuzzy logic difference membership function according to the generated calibration factor, the membership corresponding to the battery temperature signal, the membership corresponding to the battery difference signal, and a combination of the temperature factor and the difference factor.

6. The vehicle according to claim 5, wherein: The controller is also configured to: The temperature and differential signals are converted into smooth pulse width modulated heating signals using fuzzy logic temperature membership function and fuzzy logic difference membership function. generating a converted pulse width modulated heating signal from a fuzzy logic temperature membership function and a fuzzy logic difference membership function based on the generated calibration factor, the membership corresponding to the battery temperature signal, the membership corresponding to the battery difference signal, and a combination of the temperature factor and the difference factor; regulating the heater and one or more valves to control flow through the heat exchanger, cooler, and radiator to maintain a battery temperature range; The battery temperature range is maintained based on a pulse width modulated heating signal.

7. The vehicle according to claim 1, wherein: The controller is also configured to: The battery temperature and the differential signal are converted into a temperature control signal, the temperature control signal being smoothed, calibrated, and including a temperature factor and a differential factor, and the controller comprising: a fuzzy logic temperature membership function responsive to and configured to convert the battery temperature signal into a temperature factor and including temperature categories, each temperature category overlappingly spanning a temperature set point, and generating a membership degree corresponding to the battery temperature signal; a fuzzy logic differential membership function responsive to and configured to convert the battery differential signal into a differential factor and including rate categories, each rate category overlappingly spanning a rate of change set point, and generating a membership degree corresponding to the battery differential signal; The controller is further configured to: generate a calibration factor for the temperature control signal corresponding to the temperature category and the rate category; A converted temperature control signal is generated by a fuzzy logic differential membership function and a fuzzy logic temperature membership function according to the generated calibration factor, the membership corresponding to the battery temperature signal, the membership corresponding to the battery differential signal, and a combination of the temperature factor and the differential factor.

8. The vehicle according to claim 7, wherein: The controller is also configured to: converting the temperature and differential signals into smooth, calibrated pulse width modulated heating signals using fuzzy logic temperature membership functions and fuzzy logic difference membership functions; generating a converted pulse width modulated heating signal from a fuzzy logic temperature membership function and a fuzzy logic difference membership function based on the generated calibration factor, the membership corresponding to the battery temperature signal, the membership corresponding to the battery difference signal, and a combination of the temperature factor and the difference factor; regulating a heater and one or more valves to control flow through a heat exchanger, cooler, and radiator to maintain a battery temperature range; The battery temperature range is maintained based on a pulse width modulated heating signal.

9. A method of controlling a vehicle, comprising: Do the following via the controller: commanding a pump and a valve configured to control flow of a convective fluid proximate the battery in response to the battery temperature and the differential signal; adjusting the flow rate to maintain the battery temperature range by controlling the pump and the valve using a temperature control signal, wherein the temperature control signal is generated based on the battery temperature and the difference signal using a fuzzy logic temperature membership function and a fuzzy logic difference membership function; A thermal management system including a pump, valves, and convection fluid and also including a cooler and radiator and a heater and heat exchanger proximate to the battery performs at least one of the following operations to maintain the battery temperature range: commanding pumps to control flow through coolers, heat exchangers, and radiators using temperature control signals; and The heater is commanded using a temperature control signal.

10. The method according to claim 9, further comprising: The controller performs the following actions to maintain the battery temperature range: converting the temperature and differential signals into temperature control signals, which are calibrated, smoothed pulse width modulated pump speed signals and heating signals; Regulate the heater using a smooth pulse width modulated heating signal; Flow is regulated through pumps and valves using pulse width modulated pump speed signals to control flow through heat exchangers, coolers and radiators.

11. The method according to claim 10, further comprising: Do the following via the controller: The temperature and differential signals are converted into calibrated, smoothed pulse width modulated pump speed signals and pulse width modulated heating signals containing temperature factors and differential factors, and the controller includes: a fuzzy logic temperature membership function responsive to and configured to convert the battery temperature signal into a temperature factor and including temperature categories, each temperature category generating a degree of membership corresponding to the battery temperature signal; a fuzzy logic differential membership function responsive to and configured to convert the battery differential signal into a differential factor and including rate categories, each rate category generating a membership degree corresponding to the battery differential signal; generating a calibration factor for a temperature control signal corresponding to the temperature class and the rate class; A converted pulse width modulated pump speed signal and a pulse width modulated heating signal are generated by a fuzzy logic temperature membership function and a fuzzy logic difference membership function, respectively, based on the generated calibration factor, the membership corresponding to the battery temperature signal, the membership corresponding to the battery difference signal, and a combination of the temperature factor and the difference factor.

12. The method according to claim 10, further comprising: Do the following via the controller: The temperature and differential signals are converted into calibrated, smoothed pulse width modulated pump speed signals and pulse width modulated heating signals, each having a temperature factor and a differential factor, and the controller comprises: a fuzzy logic temperature membership function responsive to and configured to convert the battery temperature signal into a temperature factor and including temperature categories, each temperature category overlappingly spanning a temperature set point, and generating a membership degree corresponding to the battery temperature signal; a fuzzy logic differential membership function responsive to and configured to convert the battery differential signal into a differential factor and including rate categories, each rate category overlappingly spanning a rate of change set point, and generating a membership degree corresponding to the battery differential signal; generating a calibration factor for a temperature control signal corresponding to the temperature class and the rate class; A converted temperature control signal is generated by a fuzzy logic differential membership function and a fuzzy logic temperature membership function according to the generated calibration factor, the membership corresponding to the battery temperature signal, the membership corresponding to the battery differential signal, and a combination of the temperature factor and the differential factor.

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