Hybrid vehicle with automatic stop-start controller

Abstract

A hybrid vehicle having an automatic stop-start controller is disclosed. The hybrid electric vehicle includes a combustion engine, an electric motor and an energy storage battery connected to one or more controllers configured to respond to a plurality of signals from the driver and vehicle components. In response, the controller enables an automatic ICE start-stop function that is managed for optimal HEV life cycle operation, fuel economy and efficiency. The controller automatically starts and stops the ICE in response to one or more of a torque demand signal, a vehicle speed signal, a steering torque power signal and a braking signal. The controller inhibits automatic stopping of the ICE in response to the steering torque power exceeding a stop threshold, and conversely initiates or enables automatic starting in response to the steering torque power exceeding a start threshold. The start threshold is calibrated and adjusted to exceed the stop threshold by a stabilization factor that is predetermined and / or adjusted by the controller.

Description

Technical Field

[0001] This disclosure relates to systems and methods for automatically stopping and starting the engine of a hybrid electric vehicle. Background Technology

[0002] Hybrid electric vehicles (HEVs) typically include an internal combustion engine (ICE) connected to an electric motor or motor / generator (M / G), and a variety of other components, including an ICE automatic start-stop controller. Such HEVs may also include a steering unit and related components, which may be manually operated and / or may include electronic and electric power steering units. Typically, the ICE automatic stop-start status is configured for micro-hybrid operation, mild-hybrid operation, and conventional hybrid operation (these terms are used to describe multiple operating modes), and is configured to manage fuel efficiency and economy, as well as the HEV's responsiveness to driver commands and power demands from HEV components during various operating modes. These operating modes can be automatically enabled and disabled, de-disabled, and activated during various HEV component operations, during HEV deceleration, low speeds, cruise control, cornering, and during braking and vehicle stopping, to improve fuel economy and responsiveness. Unmanaged demands from various driver commands and vehicle components may unintendedly disable or de-disable the automatic start-stop function and / or cause repeated cycles of the automatic start-stop function, resulting in potentially unnecessary or redundant ICE start-stop demands, which may lead to a perception of suboptimal performance. In particular, untimely steering commands (such as steering angle, torque, and power demands) may prevent or disable automatic stop and may de-disable or enable automatic start. Summary of the Invention

[0003] This disclosure achieves improved HEV responsiveness and performance perception while maintaining optimal lifecycle operation, fuel efficiency, and economy throughout the HEV's various operating modes. For example, when the HEV enables the automatic start-stop function, one or more controllers of the HEV can be configured to manage the operation and responsiveness of this automatic start-stop function. For instance, signals regarding power demand from the driver and various HEV components (e.g., brakes, HEV electronics and battery systems, climate control systems, steering systems, and HEV speed control systems) can be filtered and managed to ensure optimal automatic stop and start of the HEV's combustion engine.

[0004] An HEV includes an internal combustion engine (ICE), an electric motor or motor / generator (M / G), and an energy storage battery connected to power electronics and one or more controllers, said controllers being configured to respond to a variety of signals from the driver and vehicle components. In response, the controller is configured to enable and control an automatic or automatic ICE start-stop function, which is managed for optimal HEV lifecycle operation, fuel economy, and efficiency. More specifically, at least one controller is configured to automatically start and stop the ICE in response to one or more of a torque demand signal, a vehicle speed signal, a steering and / or power signal, and a braking signal. The controller prohibits automatic stopping of the ICE in response to a steering signal or steering power exceeding a stop threshold; conversely, the controller initiates or de-prohibits automatic starting in response to a steering signal and / or torque power exceeding a start threshold. The start threshold is calibrated and adjusted to exceed the stop threshold by a stability factor, said stability factor being predetermined and / or calibrated, adjusted, and modified by the controller.

[0005] The start-up threshold, stop-down threshold, and stability factor can be scalar and / or vector values ​​initially predetermined during the factory manufacturing of the HEV. For illustrative purposes and not as a limitation, these scalar and / or vector values ​​can also be calibrated, adjusted, and modified during HEV operation based on current or instantaneous, and / or rate of change, and / or historical patterns of previous steering signals and / or power, torque demand signals, and vehicle speed signals, as well as other HEV and ICE performance parameters. Furthermore, the controller can be configured to disable automatic ICE stopping in response to a rate of change in the steering signal and / or power exceeding a rate of change threshold.

[0006] In a further arrangement of this disclosure, the HEV may also include an electronic power steering unit connected to at least one controller, and the electronic power steering unit is configured to generate one or more steering signals, which may include and / or represent steering angle, torque, power, and rate of change signals. The controller may also be configured to disable automatic ICE stop in response to one or more of these signals being equal to, exceeding, and / or not exceeding corresponding thresholds, which may include described steering power start and stop thresholds and other start and stop thresholds, which may also include steering angle start and stop thresholds and steering rate of change start and stop thresholds. The corresponding steering angle, steering torque / steering power, and steering rate of change start and stop thresholds may be the same and may also be adjusted, regulated, and calibrated to specifically tailor the HEV ICE automatic stop start performance perception for each driver and component signal and power demand signal (e.g., including steering angle, steering power, and steering rate of change signals) and other signals.

[0007] This disclosure further considers that the controller is also configured to disable automatic ICE stopping in response to a torque demand signal exceeding zero or other predetermined or adjusted, calibrated, and / or regulated torque demand start-stop thresholds and parameters. Additionally, the controller is configured to disable automatic ICE stopping in response to an HEV speed exceeding an automatic stop speed or other thresholds or parameters. In other exemplary variations, the controller is configured to disable automatic stopping unless a braking signal initiates braking. In combination and in further variations, the controller is configured to disable automatic stopping in response to an HEV speed exceeding an automatic stop speed and a braking signal not initiating braking.

[0008] A control and operation method for an HEV is also described, the method comprising, for example, automatically starting and stopping the ICE via at least one controller in response to one or more of a torque demand signal, vehicle speed, steering signal and / or steering power signal and braking signal. Here, the method is further configured to prohibit the stopping in response to the steering signal and / or steering power exceeding a stop threshold, and to initiate the starting in response to the steering signal and / or torque power exceeding a start threshold. As in the previously described variant, the start threshold exceeds the stop threshold via a stability factor.

[0009] Methods for controlling and operating a HEV via a controller include adjusting stability factors, start-up thresholds, and stop-down thresholds based on historical patterns of instantaneous rate of change and / or previous steering signals and / or power, torque demand signals, and vehicle speed, as well as other thresholds and parameters. The method is also configured to disable automatic stop via the controller in response to a rate of change threshold for the steering signal and / or power. The method further considers generating one or more steering signals (e.g., which may include steering angle, steering torque, steering power, and steering rate of change signals) via a manually operated steering unit and / or electronic power steering unit, and disabling automatic ICE stop via the controller in response to one or more of the steering signal and / or steering angle, steering torque, steering power, and steering rate of change signals being equal to, exceeding, and / or not exceeding the corresponding threshold.

[0010] According to the present invention, a vehicle is provided, comprising: a steering unit configured to generate one or more of a steering angle signal, a steering power signal, and a steering change rate signal; and a controller configured to: disable automatic engine stop in response to a steering power signal exceeding a stop threshold, and initiate automatic engine start in response to a steering power exceeding a start threshold, wherein the start threshold exceeds the stop threshold via a stability factor that varies based on a historical pattern of previous steering power, torque demand signals, or vehicle speed.

[0011] According to one embodiment of the present invention, the vehicle further includes: the controller is configured to disable automatic engine stop in response to a steering rate of change signal exceeding a rate of change threshold.

[0012] According to one embodiment of the present invention, the vehicle further includes: the controller is configured to disable automatic engine stop and initiate automatic engine start in response to one or more of the steering angle signal exceeding an angle threshold and the steering rate of change signal exceeding a rate of change threshold.

[0013] According to one embodiment of the present invention, the vehicle further includes: the controller is configured to disable automatic engine stop in response to a torque demand signal exceeding zero.

[0014] According to one embodiment of the present invention, the vehicle further includes: the controller is configured to prohibit automatic engine shutdown in response to the vehicle speed exceeding the automatic stop speed.

[0015] According to one embodiment of the present invention, the vehicle further includes: the controller is configured to prevent automatic engine shutdown unless a braking signal initiates braking.

[0016] The invention summary of the HEV and the described components and systems presents exemplary implementations, configurations and arrangements in a concise and less technically detailed manner, and further describes in more detail the exemplary implementations, configurations and arrangements in conjunction with the accompanying drawings and claims in the following detailed description.

[0017] This invention is not intended to identify key or essential features of the claimed technology, nor is it intended to help determine the scope of the claimed subject matter. The features, functions, capabilities, and advantages discussed herein may be implemented independently in a variety of exemplary embodiments, or combined in other exemplary embodiments as further described elsewhere herein, and may also be understood by those skilled in the art with reference to the following description and drawings. Attached Figure Description

[0018] A more complete understanding of exemplary embodiments of this disclosure can be obtained by considering the following drawings with reference to the specific embodiments and claims, wherein the same reference numerals throughout the drawings indicate similar or identical elements. The drawings and their accompanying notes are provided to facilitate understanding of this disclosure, but not to limit its breadth, scope, scale, or applicability. The drawings are not necessarily drawn to scale.

[0019] Figure 1 It is a diagram of a hybrid electric vehicle and its systems, components, sensors, actuators and operating methods;

[0020] Figure 2 For illustrative purposes, the components are shown being removed and rearranged. Figure 1 The specific functions and performance aspects of this disclosure are described in detail;

[0021] Figure 3 For further illustrative purposes, it is shown Figure 1 and Figure 2 Additional aspects and functions of vehicles, systems and methods. Detailed Implementation

[0022] Specific embodiments of the invention are disclosed herein as needed; however, it should be understood that the disclosed embodiments are merely examples of the invention and may be implemented in many alternative forms. The drawings are not necessarily drawn to scale; some features may be exaggerated or minimized to show details of specific components. Therefore, the specific structural and functional details disclosed herein should not be construed as limiting, but merely as a representative basis for teaching those skilled in the art to apply the invention in various forms.

[0023] As will be understood by those skilled in the art, the various features, components, and processes shown and described with reference to any of the accompanying drawings may be combined with features, components, and processes shown in one or more other drawings to produce embodiments that should be obvious to those skilled in the art but are not 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 this disclosure may be desired for particular applications or implementations and should readily fall within the knowledge, skills, and capabilities of those skilled in the art.

[0024] Please refer to the attached figures and illustrations as well as Figure 1 , Figure 2 , Figure 3 And now, in particular, refer to Figure 1A schematic diagram of a hybrid electric vehicle (HEV) 100 is shown, illustrating representative relationships between the components of the HEV 100. The physical layout and orientation of the components within the vehicle 100 can be varied. The vehicle 100 includes a powertrain 105 with a powertrain 110 comprising an internal combustion engine (ICE) 115 and an electric motor or electric motor / generator / starter (M / G) 120, both of which generate mechanical power and torque as well as electrical power and torque to propel the vehicle 100 and power the HEV system and its components. The engine 115 is an engine or fuel cell driven by gasoline, diesel, biofuel, natural gas, or alternative fuels, 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 vehicle front-end engine accessories and other components described elsewhere herein. The engine 115 is connected to the electric motor or M / G 120 via a disengagement clutch 125. When the disengagement clutch 125 is at least partially engaged, the engine 115 generates power and associated engine output torque to be transmitted to the M / G 120.

[0025] M / G 120 can be any of a variety of motor types, such as a permanent magnet synchronous motor, an electric generator, and an engine starter 120. For example, when the disengagement clutch 125 is at least partially engaged, power and torque can be transmitted from the engine 115 to the M / G 120 to enable it to operate as an electric generator and to other components of the vehicle 100. Similarly, in vehicles including or excluding a separate engine starter 135, when the disengagement clutch 125 is partially or fully engaged, the M / G 120 can operate as a starter for the engine 115 to start the engine 115 by transmitting power and torque to the engine 115 via the disengagement clutch drive shaft 130.

[0026] Furthermore, the M / G or motor 120 can assist the engine 115 by rotating drive shafts 130 and 140 in "hybrid electric mode" or "electric assist mode" by transmitting additional positive propulsion power and torque. Additionally, the M / G 120 can operate in pure electric mode, in which the engine 115 is disconnected and shut off via disengagement clutch 125, thereby enabling the M / G 120 to transmit positive or negative torque to the M / G drive shaft 140 for forward or reverse propulsion of the HEV 100. When in generator mode, the M / G 120 can also be commanded to generate negative torque or power, thereby producing electricity for charging the battery and powering the vehicle's electrical systems and components, while the engine 115 generates propulsion power for the vehicle 100 and / or the M / G 120. As described in more detail below, 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 electrical energy for regeneration stored in one or more batteries 175, 180.

[0027] The disengagement clutch 125 can be disengaged to allow the engine 115 to stop or operate independently to drive the vehicle and engine accessories, while the M / G 120 generates drive power and torque, or engine power and torque, to propel the vehicle 100 via the M / G drive shaft 140, torque converter drive shaft 145, and transmission output drive shaft 150. In other arrangements, both the engine 115 and the M / G 120 can operate with the disengagement clutch 125 fully or partially engaged to cooperatively propel the vehicle 100 via drive shafts 130, 140, 150, differential 152, and wheels 154. The powertrain 105 can also be modified to utilize selectable and / or controllable differential torque capability to achieve regenerative braking from one or more or any of the wheels 154.

[0028] For a powertrain 110 comprising multiple M / G 120 configurations connected in parallel or otherwise, the drive shaft 130 of the engine 115 and the M / G 120 may be a single continuous shaft that is part of and integral with the M / G drive shaft 140, or may be a separate, independent drive shaft 130 that can be configured to rotate independently of the M / G drive shaft 140. Figure 1The schematic diagram also considers alternative configurations with more than one engine 115 and / or M / G 120 that can be offset relative to drive shafts 130, 140, wherein one or more of the engines 115 and M / G 120 are arranged in series and / or in parallel at other locations in the powertrain 105. The powertrain 105 and powertrain 110 also include a transmission 160 with a torque converter (TC) 155 that connects and / or links the engines 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.

[0029] The powertrain 110 and / or powertrain 105 also include one or more batteries 175, 180. One or more of these batteries may be higher-voltage DC batteries or batteries 175 operating in the range of approximately 48 volts to 600 volts (sometimes between approximately 140 volts to 300 volts, or more or less), said battery 175 being used to store electrical energy and power the M / G 120, as well as to store electrical energy during regenerative braking and to power other vehicle components and accessories. Other batteries may be lower-voltage DC batteries 180 operating in the range of approximately 6 volts to 24 volts (or more or less), said battery 180 being used to store electrical energy and to power the starter 135 to start the engine 115, as well as to power other vehicle components and accessories.

[0030] like Figure 1 As depicted, batteries 175 and 180 are connected to engine 115, M / G 120, and vehicle 100, respectively, via 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 via one or more of a motor control module (MCM), battery control module (BCM), and / or power electronics 185, which may include power inverters and are configured to regulate the direct current (DC) power supplied to the M / G 120 by the high-voltage (HV) battery 175. The MCM / BCM / power electronics 185 are also configured to regulate, invert, and convert the DC battery power into single-phase or multi-phase (e.g., three-phase) alternating current (AC) power typically required to drive the motor or M / G 120. The MCM / BCM / Power Electronics 185 is also configured to use energy generated by the M / G 120 and / or the front-end accessory drive assembly to charge one or more batteries 175, 180 and to supply power to other vehicle components as needed.

[0031] For example, various other vehicle functions, actuators, and components may be controlled by controllers within the vehicle system and components, and may receive signals from other controllers, sensors, and actuators. For illustrative purposes and not as a limitation, these various other vehicle functions, actuators, and components include: a manually operated and / or electronically powered steering unit (SU) 190; fuel injection timing and rate and duration; throttle position; spark plug ignition timing (for spark-ignition engines); intake / exhaust valve timing and duration; front accessory drive (FEAD) assembly; transmission oil pump; FEAD alternator or generator; M / G 120; high-voltage or low-voltage batteries 175, 180; various sensors for battery charging and discharging (including sensors for obtaining, predicting, or establishing maximum charge, state of charge (SoC), and discharge power limits); various sensors for temperature, voltage, current, and battery discharge power limits; various sensors for clutch pressure of disengagement clutch 125, bypass / start clutch 157, TC 155, and transmission 160, and other components.

[0032] Continue to refer to Figure 1 In addition to the MCM / BCM / power electronics 185, vehicle 100 also includes one or more controllers, computing modules, and systems that implement various vehicle functions. For example, vehicle 100 may include a body control module and / or a body system controller (such as a vehicle system controller (VSC) 200, a vehicle computing system (VCS), and a controller 205), which communicate with the MCM / BCM 185, other controllers, vehicle networks (such as a controller area network (CAN) 210), and larger vehicle control systems and other vehicle networks, including other microprocessor-based controllers described elsewhere herein. CAN 210 may also include a network controller in addition to providing communication links between controllers, sensors, actuators, vehicle systems, and components.

[0033] Although the MCM / BCM 185, VSC 200, and VCS 205 are shown herein as discrete, separate controllers for illustrative purposes, they can control, transmit signals to and from, and exchange data with other controllers, sensors, actuators, signalers, and components as part of a larger HEV and control system, as well as internal and external networks. The functions and configurations described in conjunction with any particular microprocessor-based controller considered herein can also be implemented in one or more other controllers and distributed across more than one controller, allowing multiple controllers to implement any such functions and configurations independently, cooperatively, in combination, and collaboratively. Therefore, the term "controller" or "the controller" is intended to refer to such a controller in both singular and plural senses and individually and collectively, in a variety of suitable combinations of cooperative and distributed processing and control.

[0034] Furthermore, communication via the network and CAN 210 is designed to include the response, sharing, transmission, and reception of 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 may be implemented as a single integrated interface to perform communication of raw data and signals, and / or signal conditioning, processing and / or conversion, short-circuit protection, circuit isolation, and similar functions. Alternatively, during communication, and before and after communication, specific signals may be pre-conditioned and pre-processed using one or more dedicated hardware or firmware devices, controllers, and on-chip systems.

[0035] In further description, 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 the form of read-only memory (ROM), random access memory (RAM), and non-volatile or keep-alive memory (NVRAM or KAM). NVRAM or KAM is persistent or non-volatile memory that can be used to store various commands, executable control logic and instructions, as well as code, data, constants, parameters, and variables required to operate the vehicle and system, as well as the controller and CPU, when the vehicle and system are not powered on or powered off. Computer-readable storage devices or media may 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 capable of storing and transferring data.

[0036] Stay tuned Figure 1 The HEV 100 may also include a powertrain control unit / module (PCU / PCM) 215, which is connected to the VSC 200 or another controller and to the CAN 210, engine 115, and M / G 120 to control each powertrain component. It may also include an engine control module (ECM), engine control unit (ECU), or energy management system (EMS) 220, each with its own integrated controller and communicating with the CAN 210, and connected to the engine 115 and the VSC 200, which cooperates with the PCU 215 and other controllers.

[0037] In these configurations and variations, the VSC 200, VCS 205, and other controllers collaboratively manage and control vehicle components, as well as other controllers, sensors, and actuators. For example, the controllers can transmit control commands, logic, instructions, codes, data, information, and signals to the engine 115, disengagement clutch 125, M / G 120, TC 155, transmission 160, battery 175, 180, MCM / BCM / power electronics 185, and steering unit (SU) 190, as well as other components and systems. The controllers can receive control commands, logic, instructions, codes, data, information, and signals from the engine 115, disengagement clutch 125, M / G 120, TC 155, transmission 160, battery 175, 180, MCM / BCM / power electronics 185, and steering unit (SU) 190, as well as other components and systems. Although not shown in the figures, the controllers can also control and communicate with other vehicle components known to those skilled in the art.

[0038] Figure 1 Embodiments of vehicle 100 also depict exemplary sensors and actuators communicating with a vehicle network and CAN 210, which can send signals to and receive signals from SU 190, VSC 200, VCS 205, and other controllers. In a further example, vehicle 100 may include an accelerator sensor 225 that generates an acceleration signal (AS), a brake pedal sensor 230 that generates a braking signal (BS), other driver controls and / or profiles 235, and a vehicle profile and performance parameters (VPP) 240. The driver control 235 may also include a steering signal position sensor, optional vehicle performance preference profiles and parameters, and driver-selectable vehicle operating mode sensors and profile parameters and settings.

[0039] Furthermore, vehicle 100 may have a VCS 205 configured with one or more communication, navigation, and other sensors. The VCS 205 may cooperate in parallel, serially, and distributed manner with VSC 200, SU 190, and other controllers to manage and control vehicle 100 in response to sensor signals and communication signals identified, generated, and established by the vehicle systems and components, as well as sensor signals and communication signals transmitted to and received from the vehicle systems and components.

[0040] The parameters, configuration files, and settings of the configuration files can be selectable, adjustable, and viewable by the driver through a vehicle user interface of an in-vehicle computing system manufactured by Ford Motor Company (see, for example, U.S. Patent No. 9,080,668), wherein the in-vehicle computing system is part of, operates in association with, and / or is incorporated into the VCS 205. For illustrative purposes and not for limitation, the sensor and control unit 235 may also include steering wheel position and motion sensors (such as angle sensor 245, steering torque and torque power sensor 250, steering torque change rate sensor 255) connected to the SU 190, along with associated parameters and settings.

[0041] In conjunction with one or more controllers configured to manage the automatic start-stop function, the HEV 100 utilizes the aforementioned sensors, parameters, and settings to implement the automatic start-stop function. For example, signals from the driver and various HEV components (such as the MCM / BCM 185) requiring power from the ICE 115 can be embedded in the controller and / or cause the controller to generate a torque demand signal (TDS) 260. The controller can also generate various other signals (OS) 265 and HEV control signals (CS) 270, which are used to transmit data to and from various HEV components, sensors, systems, and controllers. Furthermore, the controller can embed and extract information from the TDS 260, OS 265, and CS 270, and can also communicate directly with vehicle controllers, sensors, actuators, systems, and components to enable various communication and operational functions.

[0042] The controller and components (such as VPP 240) can generate and transmit an automatic start threshold (STT) 275, an automatic stop threshold (SPT) 280 (with a value less than STT 275), and an adjusted and calibrated stability factor (SF) 285 that establishes the difference between STT 275 and SPT 280. SF 285 can be calibrated during the manufacturing of the HEV 100 according to predetermined performance characteristics, and SF 285 can be further adjusted in subsequent operations to suit the operating modes, performance, and environmental conditions of the HEV 100.

[0043] STT 275, SPT 280, and SF 285 can be scalar and / or vector values ​​with additional data, which can be initially predetermined during the factory manufacturing, programming, and configuration of the HEV 100. As noted, for illustrative purposes and not as a limitation, these scalar and / or vector values ​​can also be calibrated, regulated, and adjusted during HEV operation based on current or transient performance parameters, and / or the rate of change of such parameters, and / or historical patterns of previous parameters (which may include SSG 290, TDS 260, and VSS 295), as well as other signals, data, and performance parameters.

[0044] The controller and sensors (such as SU 190 and associated angle sensor 245, torque power sensor 250 and rate change sensor 255) may also generate and transmit corresponding signals and data (such as steering signal SSG 290, which may be embedded, represented and / or include steering angle SA, torque power STQ and rate of change SCR) and other signals and data.

[0045] Continue to refer to including Figure 1 , Figure 2 and Figure 3 According to the accompanying drawings, the HEV 100 of this disclosure includes an ICE 115, an M / G 120, and an HV battery 175 connected to one or more controllers and components (such as SU 190, VSC 200, VCS 205, controller 235, and VPP 240), said one or more controllers and components being configured to enable and control automatic or automatic start-stop functions of the ICE 115. More specifically, at least one controller (such as controller 300) Figure 2 The ICE 115 is configured to automatically start and stop in response to described signals and data, such as TDS 260, vehicle speed signal (VSS) 295, SU 190 turn signal SSG 290, and brake signal BS.

[0046] During the operation of HEV 100, the controller (e.g., controller 300 that can operate independently and / or as part of SU 190, VSC 200, VCS 205, or others) in step 305 ( Figure 2The control logic and commands begin at step 310 when ICE 115 is activated, or at step 335 when ICE 115 is automatically stopped and turned off. In step 315, a BS is responded to. If braking is not initiated, automatic stopping of ICE 115 is disabled at step 320. Otherwise, in response to a command or a BS initiating braking of HEV 100, control proceeds to step 325 to detect whether VSS 295 indicates an HEV speed less than the vehicle speed automatic stop threshold, which may also be embedded in SPT 280 or other parameters. If VSS 295 exceeds the vehicle speed automatic stop threshold, automatic stopping of ICE is disabled again at step 320. However, if VSS 295 is less than the vehicle speed automatic stop threshold, control proceeds to step 330.

[0047] At step 330, if SSG 290 (such as angle SA, torque / power STQ, and rate of change SCR) exceeds SPT 280, control proceeds again to step 320, and ICE automatic stop is disabled. Conversely, if SSG 290 does not exceed SPT 280, control proceeds to step 335 to de-disable and / or initiate or enable ICE automatic stop, such that ICE 115 is enabled and / or commanded to automatically stop to save fuel. An exemplary controller 300 also initiates automatic start at step 355 in response to SSG 290 exceeding STT 275. In a variant, the controller (such as controller 300) may also be configured to disable automatic ICE stop at step 320 in response to SSG 290 being STQ and / or SCR and exceeding an automatic stop rate of change threshold, said automatic stop rate of change threshold being embedded as part of SPT 280.

[0048] The controller (e.g., controller 300) is also configured to disable automatic ICE stopping (step 320) in response to TDS 260 exceeding zero or another predetermined or adjusted, calibrated, and / or regulated STT 275 and SPT 280, wherein each of STT 275 and SPT 280 may include corresponding torque demand start and stop thresholds and parameters. Furthermore, controller 300 is configured to disable automatic ICE stopping (step 320) when VSS 295 exceeds the automatic stop speed or another threshold or parameter (which may also be embedded in SPT 280). In other exemplary variations, controller 300 is configured to disable automatic stopping in response to VSS 295 exceeding the automatic stop speed and BS failing to initiate braking.

[0049] Continue to refer to the attached diagram, and especially to... Figure 2At step 340, controller 300 detects whether SSG 290 is less than SPT 280. If so, control moves to step 335 to initiate and / or deprohibit automatic ICE stop, allowing ICE 115 to be automatically stopped to save fuel. Otherwise, control proceeds to step 345 to detect whether SSG 290 is less than STT 275. If so, ICE 115 is automatically stopped or stopped at step 335. If not, control proceeds to step 350 to detect whether SSG 290 exceeds STT 275. If so, control moves to step 335 to enable / initiate automatic stop. If SSG 290 does not exceed STT 275, control proceeds to step 355 and ICE 115 is automatically started (if previously stopped and not yet running), then proceeds to step 320 to disable automatic stop. Controller 300 then continues monitoring as described above.

[0050] Continuing to refer to the previously described figures, and now also referring to... Figure 3 It is understood that various arrangements and variations of this disclosure can be illustrated by combining the SSG 290 with changes that transition between states "A", "B", "C", "D", and "E". When the SSG 290 reflects the "zero" state, which places the steering wheel of the HEV 100 in the center position, the SSG 290 will not respond to the HEV 100 start-stop function. When the SSG 290 changes in response to the movement and actuation of the steering wheel and proceeds toward state "A", if the ICE 115 is running and the SSG 290 exceeds STT 275 (e.g., it could be 6 Newton-meters (Nm)), one or more controllers (e.g., controller 300) will disable the automatic stop of the ICE 115 (step 320). When SSG 290 reaches state "B" (where state "B" means that steering wheel SA, STQ, SCR are less than STT 275 and greater than or exceeding SPT 280 (e.g., it could be 2 N-m) (step 345)), it automatically stops and remains prohibited (step 320).

[0051] When SSG 290 reaches state "C" and represents a scalar or vector value less than SPT 280 (step 330), automatic stop is enabled or de-disabled (step 335), and ICE 115 can be stopped to save fuel. When SSG 290 begins to increase toward state "D" as the steering wheel is actuated, but simultaneously remains below STT 275 (steps 340, 345), automatic start of ICE 115 is delayed, automatic stop remains de-disabled, and ICE 115 remains stopped or unpowered and does not immediately start automatically (step 335). However, when SSG 290 reaches state "E" and the steering wheel is actuated more quickly with a faster rate of change and / or with higher torque or torque power, causing STT 275 to be exceeded, ICE 115 can be started automatically, and automatic stop can be de-disabled again (steps 350, 355). Although exemplary embodiments have been described above, it is not intended that all possible forms of the invention be described in these embodiments. More precisely, the terms used in this specification are descriptive rather than restrictive, and it should be understood that various changes can be made without departing from the spirit and scope of the invention. Furthermore, features of various embodiments can be combined to form further embodiments of the invention.

Claims

1. A vehicle comprising: at least one controller configured to: initiate automatic engine start and stop in response to one or more of a torque demand signal, a vehicle speed, a steering power, and a brake signal, prohibit automatic stop in response to the steering power exceeding a stop threshold, initiate automatic start in response to the steering power exceeding a start threshold, wherein the start threshold exceeds the stop threshold by a stabilization factor adjusted according to a historical pattern of previous steering power, torque demand signal, or vehicle speed.

2. The vehicle of claim 1, further comprising: the at least one controller configured to prohibit automatic stop in response to a rate of change of the steering power exceeding a rate of change threshold.

3. The vehicle of claim 1, further comprising: an electronic power steering unit connected to the at least one controller and configured to generate one or more of a steering angle signal, a steering power signal, and a steering rate of change signal; the at least one controller configured to prohibit automatic stop in response to one or more of the steering angle signal, the steering power signal, and the steering rate of change signal exceeding a corresponding threshold.

4. The vehicle of claim 1, further comprising: the at least one controller configured to prohibit automatic stop in response to the torque demand signal exceeding zero.

5. The vehicle of claim 1, further comprising: the at least one controller configured to prohibit automatic stop in response to the vehicle speed exceeding an automatic stop speed.

6. The vehicle of claim 1, further comprising: the at least one controller configured to prohibit automatic stop unless the brake signal initiates braking.

7. The vehicle of claim 1, further comprising: the at least one controller configured to prohibit automatic stop in response to the vehicle speed exceeding an automatic stop speed and the brake signal not initiating braking.

8. A method of controlling a vehicle comprising: implementing, by at least one controller: initiating automatic engine start and automatic engine stop in response to one or more of a torque demand signal, a vehicle speed, a steering power, and a brake signal, prohibiting automatic engine stop in response to the steering power exceeding a stop threshold, initiating automatic engine start in response to the steering power exceeding a start threshold, wherein the start threshold exceeds the stop threshold by a stabilization factor adjusted according to a historical pattern of previous steering power, torque demand signal, or vehicle speed.

9. The method of controlling a vehicle of claim 8, further comprising: implementing, by the at least one controller: prohibiting automatic engine stop in response to a rate of change of the steering power exceeding a rate of change threshold.

10. The method of controlling a vehicle of claim 8, further comprising: generating, by an electronic power steering unit, one or more of a steering angle signal, a steering power signal, and a steering rate of change signal, prohibiting, by the at least one controller, automatic engine stop in response to one or more of the steering angle signal, the steering power signal, and the steering rate of change signal exceeding a corresponding threshold.

11. The method of controlling a vehicle of claim 8, further comprising: inhibiting, by the at least one controller, engine auto-stop and initiating engine auto-start in response to one or more of a steering angle signal exceeding an angle threshold and a steering rate of change signal exceeding a rate of change threshold.

12. The method of controlling a vehicle of claim 8, further comprising: inhibiting, by the at least one controller, engine auto-stop in response to a torque demand signal exceeding zero.

13. The method of controlling a vehicle of claim 8, further comprising: inhibiting, by the at least one controller, engine auto-stop in response to a vehicle speed exceeding an auto-stop speed.

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