Method and system for heat coordination

Abstract

A method for thermal coordination is provided. The method includes operating a propulsion system that generates heat as wasted power, operating a device that utilizes heat generated by the propulsion system, and operating a heat transfer system configured to transfer heat generated by the propulsion system from the propulsion system to the device. The method also includes, within a computerized processor, determining a minimum useful waste heat power for operating the device, monitoring a desired output torque of the propulsion system, and determining a propulsion system operating point based on the desired output torque and the minimum useful waste heat power for operating the device using a cost-based determination. The method also includes controlling the propulsion system using the propulsion system operating point.

Description

Technical Field

[0001] This disclosure generally relates to methods and systems for coordinating heating supply. Background Technology

[0002] A vehicle includes one or more systems configured for propulsion. A vehicle including an exemplary internal combustion engine and additionally including an electric motor for providing propulsion can be described as a hybrid vehicle.

[0003] The vehicle may include a climate control system for controlling the temperature within the passenger compartment. The vehicle may generate heat, and this heat may be used to selectively provide a warm airflow to the passenger compartment. The vehicle may include devices configured to defrost the windshield in winter. Summary of the Invention

[0004] A method for thermal coordination is provided. The method includes operating a propulsion system that generates heat as wasted power, operating means that utilize the heat generated by the propulsion system, and operating a heat transfer system configured to transfer the heat generated by the propulsion system from the propulsion system to the means. The method further includes, within a computerized processor, determining a minimum useful waste heat power to operate the means, monitoring the desired output torque of the propulsion system, and determining a propulsion system operating point based on the desired output torque and the minimum useful waste heat power to operate the means, using a cost-based determination. The method also includes controlling the propulsion system using the propulsion system operating point.

[0005] In some embodiments, determining the minimum useful waste heat power for operating the device includes monitoring the ambient temperature, monitoring the heat generated by the propulsion system, and determining the minimum useful waste heat power for operating the device based on the ambient temperature and the heat generated by the propulsion system.

[0006] In some embodiments, determining the propulsion system operating point based on cost-based determination, based on the desired output torque and the minimum useful waste heat power for operating the device, includes iteratively analyzing the cost of delivering the desired output torque and providing additional heat to meet the minimum useful waste heat power required to operate the device at a plurality of candidate propulsion system operating points. Determining the propulsion system operating point based on cost-based determination also includes selecting one of a plurality of candidate propulsion system operating points as the propulsion system operating point based on minimizing the cost.

[0007] In some embodiments, operating the propulsion system includes operating an internal combustion engine, and determining the propulsion system operating point includes selecting engine speed and engine torque operating points.

[0008] In some embodiments, operating the propulsion system includes operating an internal combustion engine, and determining the propulsion system operating point includes selecting an ignition delay timing to generate heat.

[0009] In some embodiments, the method is operated within a vehicle, and the vehicle includes a passenger compartment. Operating the device includes operating a heater core configured to provide heat to the passenger compartment.

[0010] In some embodiments, the method is operated inside a vehicle, and operating the device includes operating a device configured to defrost the windshield.

[0011] In some embodiments, operating the propulsion system includes operating a motor configured to provide output torque, and determining the propulsion system operating point includes selecting an operating strategy for the motor, including inefficient operations that generate heat.

[0012] In some embodiments, operating the propulsion system includes operating an internal combustion engine and operating an electric motor. Determining the propulsion system operating point includes determining the operating point of the internal combustion engine and determining the operating point of the electric motor.

[0013] According to an alternative embodiment, a method for thermal coordination in a vehicle is provided. The method includes operating a propulsion system that generates heat as wasted power, operating means that utilize the heat generated by the propulsion system, and operating a heat transfer system configured to transfer the heat generated by the propulsion system from the propulsion system to the means. The method further includes, within a computerized processor, determining a minimum useful waste heat power for operating the means, monitoring a desired output torque of the propulsion system, and determining a propulsion system operating point based on the desired output torque and the minimum useful waste heat power for operating the means, using a cost-based determination. The method also includes controlling the propulsion system using the propulsion system operating point.

[0014] In some embodiments, determining the minimum useful waste heat power for operating the device includes monitoring the ambient temperature, monitoring the heat generated by the propulsion system, and determining the minimum useful waste heat power for operating the device based on the ambient temperature and the heat generated by the propulsion system.

[0015] In some embodiments, determining the propulsion system operating point based on cost-based determination, based on the desired output torque and the minimum useful waste heat power for operating the device, includes iteratively analyzing the cost of delivering the desired output torque and providing additional heat to meet the minimum useful waste heat power required to operate the device at a plurality of candidate propulsion system operating points. Determining the propulsion system operating point based on cost-based determination also includes selecting one of a plurality of candidate propulsion system operating points as the propulsion system operating point based on minimizing the cost.

[0016] In one embodiment, the method further includes operating a device configured to defrost a windshield. The minimum useful waste heat power is determined based on the total heat expected from the device configured to defrost the windshield.

[0017] In some embodiments, operating the propulsion system includes operating a motor configured to provide output torque. Determining the propulsion system operating point includes selecting a power electronics switching strategy for the motor, including inefficient operations that generate heat.

[0018] In some embodiments, operating the propulsion system includes operating an internal combustion engine and operating an electric motor. Determining the propulsion system operating point includes determining the operating point of the internal combustion engine and determining the operating point of the electric motor.

[0019] A system for thermal coordination is provided. The system includes a propulsion system that generates heat as wasted power, means for utilizing the heat generated by the propulsion system, and a heat transfer system configured to transfer the heat generated by the propulsion system from the propulsion system to the means. The system also includes a computerized thermal coordination controller. The controller includes programming to determine a minimum useful waste heat power for operating the means, monitoring the desired output torque of the propulsion system, and using a cost-based determination to determine the propulsion system operating point based on the desired output torque and the minimum useful waste heat power for operating the means. The controller also includes programming to control the propulsion system using the propulsion system operating point.

[0020] In some embodiments, programming to determine the propulsion system operating point based on cost-based determination, based on the desired output torque and the minimum useful waste heat power for operating the device, includes programming to iteratively analyze the cost of delivering the desired output torque and providing additional heat to meet the minimum useful waste heat power required to operate the device at multiple candidate propulsion system operating points. Programming to determine the propulsion system operating point based on cost-based determination also includes programming to select one of multiple candidate propulsion system operating points as the propulsion system operating point based on minimizing the cost.

[0021] In some embodiments, the system further includes a vehicle, and the vehicle includes a passenger compartment. The device includes a heater core configured to provide heat to the passenger compartment.

[0022] In some embodiments, the system further includes a vehicle, and the device includes means configured for defrosting the windshield.

[0023] In some embodiments, the propulsion system includes a motor configured to provide output torque, and programming to determine the propulsion system operating point includes programming to select a power electronics switching strategy for the motor, the power electronics switching strategy including inefficient operation that generates heat.

[0024] The present invention also includes the following solutions: Option 1. A method for thermal coordination, comprising: A propulsion system that generates heat as wasted power; The device operates by utilizing the heat generated by the propulsion system; Operate a heat transfer system configured to transfer heat generated by the propulsion system from the propulsion system to the device; Within a computerized processor, Determine the minimum useful waste heat power required to operate the device; Monitor the desired output torque of the propulsion system; and The propulsion system operating point is determined based on the desired output torque and the minimum useful waste heat power for operating the device, using a cost-based approach; and The propulsion system is controlled using the propulsion system operation points.

[0025] Option 2. According to the method of Option 1, determining the minimum useful waste heat power for operating the device includes: Monitor ambient temperature; Monitoring the heat generated by the propulsion system; and The minimum useful waste heat power for operating the device is determined based on the ambient temperature and the heat generated by the propulsion system.

[0026] Option 3. The method according to Option 1, wherein determining the propulsion system operating point based on the desired output torque and the minimum useful waste heat power for operating the device using the cost-based determination includes: Iterative analysis of the costs of operating the device at multiple propulsion system candidate operating points: delivering the desired output torque and providing additional heat to meet the minimum useful waste heat power; and To minimize the cost, one of the plurality of candidate propulsion system operating points is selected as the propulsion system operating point.

[0027] Option 4. The method according to Option 1, wherein operating the propulsion system includes operating the internal combustion engine; and Determining the operating point of the propulsion system includes selecting the engine speed and engine torque operating points.

[0028] Option 5. The method according to Option 1, wherein operating the propulsion system includes operating the internal combustion engine; and Determining the operating point of the propulsion system includes selecting the ignition delay timing to generate heat.

[0029] Option 6. The method according to Option 1, wherein the method is operated inside a vehicle; The vehicle said vehicle includes a passenger compartment; and Operating the device includes operating a heater core configured to provide heat to the passenger compartment.

[0030] Option 7. The method according to Option 1, wherein the method is operated inside a vehicle; and Operating the device includes operating a device configured for defrosting the windshield.

[0031] Option 8. The method according to Option 1, wherein operating the propulsion system includes operating a motor configured to provide output torque; and Determining the propulsion system operating point includes selecting an operating strategy for the motor that includes inefficient operations that generate heat.

[0032] Option 9. The method according to Option 1, wherein operating the propulsion system includes Operating an internal combustion engine; and Operating the motor; and Determining the operating point of the propulsion system includes determining the operating point of the internal combustion engine and the operating point of the electric motor.

[0033] Option 10. A method for thermal coordination in a vehicle, comprising: A propulsion system that generates heat as wasted power; The device operates by utilizing the heat generated by the propulsion system; Operate a heat transfer system configured to transfer heat generated by the propulsion system from the propulsion system to the device; Within a computerized processor, Determine the minimum useful waste heat power required to operate the device; Monitor the desired output torque of the propulsion system; and The propulsion system operating point is determined based on the desired output torque and the minimum useful waste heat power for operating the device, using a cost-based approach; and The propulsion system is controlled using the propulsion system operation points.

[0034] Option 11. The method according to Option 10, wherein determining the minimum useful waste heat power for operating the device includes: Monitor ambient temperature; Monitoring the heat generated by the propulsion system; and The minimum useful waste heat power for operating the device is determined based on the ambient temperature and the heat generated by the propulsion system.

[0035] Option 12. The method according to Option 10, wherein determining the propulsion system operating point based on the desired output torque and the minimum useful waste heat power for operating the device using cost-based determination includes: Iterative analysis of the costs of operating the device at multiple propulsion system candidate operating points: delivering the desired output torque and providing additional heat to meet the minimum useful waste heat power; and To minimize the cost, one of the plurality of candidate propulsion system operating points is selected as the propulsion system operating point.

[0036] Option 13. The method according to Option 10 further includes operating a device configured for defrosting the windshield; and The determination of the minimum useful waste heat power is based on the total heat expected by the device configured for defrosting the windshield.

[0037] Option 14. The method according to Option 10, wherein operating the propulsion system includes operating a motor configured to provide output torque; and Determining the propulsion system operating point includes selecting a power electronics switching strategy for the motor, including inefficient operations that generate heat.

[0038] Option 15. The method according to Option 10, wherein operating the propulsion system includes: Operating an internal combustion engine; and Operating the motor; and Determining the operating point of the propulsion system includes determining the operating point of the internal combustion engine and the operating point of the electric motor.

[0039] Option 16. A system for thermal coordination, comprising: The propulsion system generates heat, which is wasted power. A device that utilizes the heat generated by the propulsion system; A heat transfer system configured to transfer heat generated by the propulsion system from the propulsion system to the device; Computerized thermal coordination controllers, including programming to: Determine the minimum useful waste heat power required to operate the device; Monitor the desired output torque for the propulsion system; The propulsion system operating point is determined based on the desired output torque and the minimum useful waste heat power for operating the device, using a cost-based approach; and The propulsion system is controlled using the propulsion system operation points.

[0040] Option 17. The system according to Option 16, wherein the programming of determining the propulsion system operating point based on the cost-based determination of the desired output torque and the minimum useful waste heat power for operating the device includes programming as follows: Iterative analysis of the costs of operating the device at multiple propulsion system candidate operating points: delivering the desired output torque and providing additional heat to meet the minimum useful waste heat power; and To minimize the cost, one of the plurality of candidate propulsion system operating points is selected as the propulsion system operating point.

[0041] Option 18. The system according to Option 16 further includes a vehicle; The vehicle said vehicle includes a passenger compartment; and The device includes a heater core configured to provide heat to the passenger compartment.

[0042] Option 19. The system according to Option 16 further includes a vehicle; and The device includes means configured for defrosting the windshield.

[0043] Option 20. The system according to Option 16, wherein the propulsion system comprises: An electric motor, configured to provide output torque; and The programming for determining the propulsion system operating point includes programming for selecting a power electronics switching strategy for the motor, wherein the power electronics switching strategy includes inefficient operation that generates heat.

[0044] The foregoing features and advantages, as well as other features and advantages, of this disclosure will be apparent from the following detailed description of the best mode for carrying out this disclosure, taken in conjunction with the accompanying drawings. Attached Figure Description

[0045] Figure 1 An exemplary system 10 for heating coordination according to the present disclosure is shown; Figure 2 This is a flowchart illustrating the operation of a method for coordinating heating according to this disclosure; Figure 3 An exemplary heat and propulsion controller 500 configured to operate the disclosed method is schematically illustrated; and Figure 4 An exemplary apparatus according to this disclosure is schematically illustrated, comprising a propulsion system, an ambient temperature sensor, means for utilizing heat from the propulsion system, and Figure 3 Computerized thermal and propulsion controllers. Detailed Implementation

[0046] Hybrid vehicles feature excellent energy efficiency. An internal combustion engine and an electric motor, configured to provide propulsion via output torque, can operate as a vehicle propulsion system and can be used selectively or in combination to provide propulsion to the vehicle. When the engine operates, it generates heat. The electric motor may generate heat when it generates or receives torque. The battery may also generate heat when it operates through charging or discharging cycles. Under some operating conditions, when the vehicle propulsion system provides output torque to meet the driver's torque request (e.g., provided by the accelerator pedal position), the heat generated by the vehicle propulsion system may be sufficient to provide thermal power for heating one or more devices utilizing the heat. Under other operating conditions, when the vehicle propulsion system provides output torque to meet the driver's torque, the heat generated by the vehicle propulsion system may not provide sufficient thermal power for heating the devices utilizing the heat.

[0047] Heat can be managed within a propulsion system by using a heat transfer system. The heat transfer system may include a liquid coolant disposed within a coolant system. In another example, the heat transfer system may include a system with a refrigerant circuit. A coolant flow may be provided through the engine to absorb heat from the engine. In another example, a battery pack or motor may include refrigerant flowing through or across the device to absorb heat from the device. The heat in the refrigerant or coolant can then be dissipated from the system by a radiator assembly that releases the heat into the surrounding air. Alternatively, some refrigerant or coolant may be directed through a heater core or other heating device to provide heat to a portion of the vehicle or system.

[0048] A vehicle climate control system includes a heater core comprising a heat transfer device for providing heat and raising the temperature of an airflow passing through the heater core. This airflow can be used to increase the temperature or provide heat to a passenger compartment. The ability of the heater core to provide heat to the passenger compartment is limited based on the amount of heat supplied to the heater core. The thermal power used to provide sufficient or desired amounts of heat to the heater core to raise the temperature of the passenger compartment to a desired temperature can depend on various factors, including ambient temperature, solar load, number of occupants in the passenger compartment, etc. According to the disclosed methods and systems, the heat supplied to the heater core can be managed or coordinated in conjunction with the operation of the propulsion system. In one embodiment, the desired amount of heat to the heater core may include the amount of heat useful for defrosting the windshield with warm air from the heater core within a set time period.

[0049] In addition to heating the passenger compartment, other systems in the vehicle can utilize heating. The heat supplied to these other systems can be similarly managed or coordinated with the operation of the propulsion system. For example, the disclosed methods and systems can be used to manage desired heat supplied to devices configured for defrosting the windshield, a heated windshield washer fluid system to prevent the fluid from freezing in winter, and / or to provide heated fluid to the windshield, and to supply heated fluid to a battery heating system used to heat the battery pack from a low initial temperature to operating temperature.

[0050] A method and system for coordinating heating in a powertrain or vehicle are provided. The method includes operating a propulsion system that generates heat as wasted power, operating means that utilize the heat generated by the propulsion system, and operating a heat transfer system configured to transfer the heat generated by the propulsion system from the propulsion system to the means. The method further includes, within a computerized processor, monitoring the heat generated by the propulsion system, determining a minimum useful waste heat power for operating the means, and monitoring the desired output torque of the propulsion system. The method also includes, within the computerized processor, determining the difference between the minimum useful waste heat power for operating the means and the heat generated by the propulsion system as wasted power. This difference represents a lack or insufficiency of heat provided by the propulsion system compared to the minimum useful waste heat power for operating the means. The method further includes, within the computerized processor, determining a propulsion system operating point based on the desired output torque and the difference between the minimum useful waste heat power for operating the means and the heat generated by the propulsion system, using a cost-based determination. The propulsion system operating point is selected to satisfy the desired output torque and the lack represented by the difference. The method also includes controlling the propulsion system using the propulsion system operating point.

[0051] In one embodiment, the ambient air temperature, the thermal energy of the heat transfer system, and the total heat expected to be used by the device utilizing the heat from the propulsion system are provided to a computerized thermal coordination model to determine a minimum useful thermal power deficiency or minimum useful thermal power insufficiency value for heating the device using calorific value. This minimum useful thermal power insufficiency value describes the lack of heat discharged from the propulsion system compared to the amount of heat required for proper operation of the heat-utilizing device. In addition to the driver's torque request, this minimum useful thermal power insufficiency value is provided to the propulsion system model so that the operation of the propulsion system can be commanded to provide the desired propulsion and desired operation of the device utilizing the heat. In other words, the air temperature, a measurement of the heat currently available in the heat transfer system, and the total heat expected to be delivered to the device utilizing the heat from the heat transfer system can be used together to identify a deficiency or lack of heat delivered by the propulsion system, so that the operation of the propulsion system can be modified to meet the deficiency.

[0052] According to one embodiment, a cabin heating strategy in a hybrid vehicle may include determining the most efficient engine operating point to generate the necessary thermal power to heat the cabin. The disclosed methods and systems provide an interface that provides the minimum useful thermal power to a hybrid system optimization function to serve cabin heating. The disclosed methods and systems may further determine the optimal engine operating point by adding a thermal power cost function to the optimization to generate the minimum useful thermal power.

[0053] Under certain conditions, the optimal engine operating point may include selecting specific operations of the engine. The optimal engine operating point may include selecting the engine speed and engine torque operating point that delivers the desired propulsion operation and the desired amount of heat. Different engine speeds and torques have inherently different thermal outputs. Engine operation within a selected range of controlled operations provides sufficient thermal power, which can be used to heat vehicle devices. In this case, the engine can be simply controlled according to a programmed effective control strategy, where the operating point is selected based on the engine's desired output torque and thermal output. Furthermore, engine efficiency may be altered or intentionally reduced to change the engine's thermal output. The engine may include programmed or controlled operations, including engine valve timing and control strategies, injection control strategies, and spark control strategies, to provide maximum fuel efficiency from the engine. Adjusting these control strategies away from the maximum fuel efficiency setting, for example by delaying spark timing, results in more energy released by combustion being wasted as heat, rather than being converted into mechanical energy through the output shaft.

[0054] Similarly, hybrid control strategies can be utilized or modified to control the heat output from the hybrid propulsion system. For example, at specific output shaft torque and speed, a hybrid control strategy can command operation utilizing propulsion provided by the electric motor. In this example, based on a minimum useful waste heat power value, the hybrid control strategy can alternatively command operation utilizing propulsion provided by a combination of the electric motor and the engine operating at maximum fuel efficiency to generate additional heat to meet the minimum useful waste heat power value. In one embodiment, the electric motor in a hybrid vehicle can be used to provide torque to counteract the rotation of the engine crankshaft, causing the engine to burn additional fuel and generate additional heat to rotate due to the torque provided by the electric motor. An example of a hybrid strategy or hybrid control could be that the engine can be operated at increased or higher speeds and / or torques than typical, and burn more fuel than typical to generate excess heat. Not only does the engine generate more heat by operating at higher speeds and torques, but it also generates excess electrical energy in the electric motor, which can be stored in a battery for future use.

[0055] Under other conditions, such as when the engine operating at maximum fuel efficiency cannot provide sufficient heat or thermal power to heat devices utilizing heat from the propulsion system, the optimal engine operating point to satisfy the minimum useful thermal power deficiency may not include engine operation at maximum fuel efficiency. Instead, the optimal engine operating point may include operation at less than maximum fuel efficiency, for example, by delaying ignition timing to generate additional heat.

[0056] The disclosed methods and systems can be used in other features and propulsion systems, such as managing the intentional inefficient operation of motors in battery-electric vehicles without engines to generate additional heat. In one embodiment, intentionally inefficiently operating a motor may include selecting a power electronics switching strategy for the motor, including inefficient operation that generates heat. In one example of an electric vehicle, the vehicle may operate with multiple motors. Motors may operate inefficiently and generate an increased amount of heat while producing the total torque requested by the driver.

[0057] Referring now to the accompanying drawings, in which the same reference numerals denote the same features in several views. Figure 1 An exemplary system 10 for heat coordination is illustrated. A computerized thermal coordination model 20 and a computerized propulsion system model 30 are shown. The thermal coordination model 20 receives inputs including ambient temperature sensor data 22, thermal energy from a heat transfer system 24, and desired heat 26 from devices utilizing the heat. The thermal energy of the heat transfer system 24 can be determined based on the temperature and flow rate of heat transfer available in the system to the devices utilizing the heat. In one embodiment, the desired heat 26 from the devices utilizing the heat may include the desired calorific value of a heater core. In another embodiment, the desired heat 26 from the devices utilizing the heat may include the calorific value of a heated windshield wiper fluid heater and / or a battery heating system. The desired heat 26 from the devices utilizing the heat may include the desired calorific value of any device or system utilizing heat from the propulsion system. The model uses these inputs to determine a minimum useful waste heat power value 32, which is provided to the propulsion system model 30. The propulsion system model 30 receives the minimum useful waste heat power value 32 and a driver torque request 34 as inputs, indicating the desired output torque to be delivered by the propulsion system. The propulsion system model 30 uses these inputs to determine the desired output torque (desired propulsion) and the desired operation of the propulsion system commands 42 that can be used to provide the heat-utilizing device.

[0058] The provided propulsion system model 30 can be used to control the propulsion system of an exemplary vehicle, ship, or other moving object. An alternative power generation system model can be used, for example, to coordinate heat within a power generation system, which includes an engine and / or motor providing output torque.

[0059] Cost-based methods can be defined to converge to an optimal or minimum answer. In this disclosure, cost-based methods can be used to determine the powertrain operating point that delivers the desired output torque and the desired amount of heat at the lowest cost. In one embodiment, the lowest cost can be defined as the lowest energy consumption, such as the lowest fuel consumption and / or the lowest electrical energy consumption. When evaluating candidate points, the expected waste heat at that evaluation point can be calculated. The cost of a candidate point can be determined to include how much power is insufficient compared to the desired and useful power. This cost is added to other system efficiency costs to become the total cost. The search method iteratively evaluates multiple candidate points to converge to an answer with the lowest cost. This determined cost can be added to other system costs, such as the cost of delivering the desired output torque. The cost of an operating point that does not generate the desired heat can also be represented.

[0060] Figure 2 This is a flowchart illustrating the operation of a method 100 for determining an optimized operating point for disclosed heat supply coordination. Method 100 can be described as using cost-based determination to determine a propulsion system operating point based on the desired output torque and the difference between the minimum useful waste heat power for operating the device and the heat generated by the propulsion system. Method 100 includes using cost-based determination to determine the propulsion system operating point based on the desired output torque and the difference between the minimum useful waste heat power for operating the device and the heat generated by the propulsion system. Cost-based determination includes iteratively analyzing the cost of delivering the desired output torque and providing additional heat to satisfy the difference between the minimum useful waste heat power for operating the device and the heat generated by the propulsion system at multiple candidate propulsion system operating points, and selecting one of the multiple candidate propulsion system operating points as the propulsion system operating point based on minimizing the cost.

[0061] Method 100 begins at step 102. At step 104, the total heat expected by the device utilizing the heat of the propulsion system is determined. At step 106, an initial propulsion system candidate operating point or an initial current candidate point, including the engine operating point, is selected based on the driver's torque request. At step 108, the system optimization cost of the engine at the engine operating point is evaluated for the current candidate point. At step 110, the power output of the propulsion system as wasted heat is evaluated. At step 112, it is determined whether the heat generated as wasted power at the current candidate point is greater than the total heat expected by the device utilizing the heat of the propulsion system. If the heat generated as wasted power is greater than the total heat expected by the device utilizing the heat of the propulsion system, there is no significant thermal power deficiency, and at step 114, the thermal power cost value at the current candidate point can be set to zero. If the heat generated as wasted power is not greater than the total heat expected by the device utilizing the heat of the propulsion system, then at step 116, the thermal power cost value at the current candidate point can be set to equal to the cost factor multiplied by the deficiency or difference between the total heat expected by the device utilizing the heat of the propulsion system and the heat generated as wasted power. At step 118, the total cost at the current candidate point can be defined as including the thermal power cost value determined in step 114 or 116 plus the system optimization cost evaluated in step 108. At step 120, the minimum total cost at the current candidate point is set to the smaller of two values: the total cost at the current candidate point determined in step 118 or the minimum total cost determined at a previous candidate point in a previous iteration of method 100. At step 122, the candidate count value is advanced, where a new candidate point becomes the current candidate point. At step 124, it is determined whether the candidate count value of step 122 is equal to the search criterion completion count value. In an exemplary embodiment, the search criterion completion count value can be set to thirty, meaning that thirty candidate points are evaluated. Other values ​​can be used. If the count value is not equal to the search criterion completion count value, method 100 returns to step 106 to repeat a portion of method 100 at the new current candidate point. If the count value equals the search criterion completion count value, method 100 proceeds to step 126, where it is determined whether the heat generated as wasted power is greater than or equal to the total heat expected by the means of utilizing the heat of the propulsion system. If the heat generated as wasted power is greater than or equal to the total heat expected by the means of utilizing the heat of the propulsion system, method 100 proceeds to step 128, where the engine spark timing may be delayed to increase the heat generated as wasted heat. If the heat generated as wasted power is greater than or equal to the total heat expected by the means of utilizing the heat of the propulsion system, method 100 proceeds to step 130, where an optimal propulsion system operating point for delivering the total heat expected by the means of utilizing the heat of the propulsion system at the lowest cost is defined and used to control the propulsion system.At step 132, method 100 ends. Method 100 is provided as an exemplary method for determining an optimal operating point for the disclosed heating coordination. Many additional or alternative method steps are contemplated, and this disclosure is not intended to be limited to the provided example.

[0062] In a hybrid vehicle that meets a specific driver's request, there may be an infinite number of feasible combinations of engine torque and speed points. Operating points can be optimized or determined using cost-based methods that do not include the costs associated with heat generation, e.g., consuming the minimum amount of energy. When cost-based methods are included (including the costs associated with providing heat as disclosed herein), the cost surface or cost function differs from the case without heat-related costs, and therefore the optimal answer is different. Since not all points in the vehicle can be evaluated in real time, Figure 2 Method 100 determines the preferred or desired operating point optimized at the lowest cost, wherein the number of evaluations is reduced (e.g., 30 evaluations).

[0063] Figure 3 An exemplary heat and propulsion controller 500 configured to operate the disclosed methods is schematically illustrated. The computerized heat and propulsion controller 500 includes a processing device 510, a communication device 520, a data input / output device 530, and a memory storage device 540. Note that the computerized heat and propulsion controller 500 may include other components, and some components are absent in some embodiments.

[0064] Processing device 510 may include memory storing processor-executable instructions, such as read-only memory (ROM) and random access memory (RAM), and one or more processors executing the processor-executable instructions. In embodiments where processing device 510 includes two or more processors, the processors may operate in a parallel or distributed manner. Processing device 510 may execute an operating system for a computerized thermal and propulsion controller 500. Processing device 510 may include one or more modules executing programming code or computerized processes or methods including executable steps. The illustrated modules may include functionality of a single physical device or spanning multiple physical devices. In illustrative embodiments, processing device 510 also includes a thermal coordination module 512, a propulsion system optimization module 514, and a propulsion system control module 516, which are described in more detail below.

[0065] The data input / output device 530 is operable to acquire data collected from sensors and devices throughout the vehicle and process the data into a format easily used by the processing device 510. The data input / output device 530 is also operable to process output from the processing device 510 and enable the output to be used by other devices or control modules throughout the vehicle.

[0066] The communication device 520 may include a communication / data connection to a bus device configured to transmit data to different components of the system, and may include one or more wireless transceivers for performing wireless communication.

[0067] The memory storage device 540 is a device for storing data generated or received by the computerized heat and propulsion controller 500. The memory storage device 540 may include, but is not limited to, hard disk drives, optical disk drives, and / or flash drives.

[0068] Thermal coordination module 512 includes programming to operate Figure 1 The thermal coordination model 20. The thermal coordination module 512 monitors inputs related to the operation of the device utilizing heat from the propulsion system and determines whether there is a achievable deficiency or minimum useful waste heat power to optimize or provide superior operation of the device utilizing heat from the propulsion system. The thermal coordination module 512 provides the minimum useful waste heat power as its output.

[0069] The propulsion system optimization module 514 includes functions for operation Figure 1 The propulsion system model 30 is programmed. The propulsion system optimization module 514 can receive minimum useful waste heat power from the thermal coordination module 512, and can also receive output shaft torque requests, such as driver torque requests indicating the desired operation of the propulsion system. The propulsion system optimization module 514 can use the minimum useful waste heat power and output shaft torque requests to determine the propulsion system operating point, which can be used to achieve the desired operation of the propulsion system and the desired operation of devices utilizing heat from the propulsion system at the lowest total cost.

[0070] The propulsion system control module 516 may include programming to control the propulsion system, including an engine and / or electric motor that provides output torque, using the propulsion system operating point determined by the propulsion system optimization module 514.

[0071] A computerized heat and propulsion controller 500 is provided as an exemplary computerized device capable of executing programming code to perform the methods and processes described herein. Numerous different embodiments of the computerized heat and propulsion controller 500, devices attached thereto, and modules operable therein are contemplated, and this disclosure is not intended to be limited to the examples provided herein.

[0072] Figure 4 An exemplary device 600 is schematically shown, which includes Figure 3The device 600 includes a computerized thermal and propulsion controller 500, a propulsion system 610, an ambient temperature sensor 630, and a device 620 utilizing heat from the propulsion system 610. The device 600 is shown as a vehicle including a passenger compartment 602. The device 620 utilizing heat from the propulsion system 610 may include a heater core for heating the passenger compartment 602. The device 620 utilizing heat from the propulsion system 610 may include means configured for windshield defrosting, a windshield wiper fluid heating device, and / or a battery pack heating device.

[0073] While the best mode for carrying out this disclosure has been described in detail, those skilled in the art to which this disclosure pertains will recognize various alternative designs and embodiments for practicing this disclosure within the scope of the appended claims.

Claims

1. A method for thermal coordination, comprising: Operating a propulsion system that generates heat as wasted power, wherein operating the propulsion system includes operating an internal combustion engine and operating an electric motor, both of which are configured to provide output torque for propulsion; The device operates by utilizing the heat generated by the propulsion system; Operate a heat transfer system configured to transfer heat generated by the propulsion system from the propulsion system to the device; Within a computerized processor, The minimum useful waste heat power for operating the device was determined using a thermal coordination model. Monitor the desired output torque of the propulsion system based on the driver's request; as well as The propulsion system operating point is determined based on the desired output torque and the minimum useful waste heat power for operating the device using a cost-based determination, wherein determining the propulsion system operating point includes determining the operating point of the internal combustion engine and the operating point of the electric motor; as well as The propulsion system is controlled using the propulsion system operation points.

2. The method of claim 1, wherein determining the minimum useful waste heat power for operating the device comprises: Monitor ambient temperature; Monitor the heat generated by the propulsion system; as well as The minimum useful waste heat power for operating the device is determined based on the ambient temperature and the heat generated by the propulsion system.

3. The method according to claim 1, wherein, Determining the propulsion system operating point based on the desired output torque and the minimum useful waste heat power for operating the device using the cost-based determination includes: Iterative analysis of the costs of operating the device at multiple propulsion system candidate operating points: delivering the desired output torque and providing additional heat to meet the minimum useful waste heat power; and To minimize the cost, one of the plurality of candidate propulsion system operating points is selected as the propulsion system operating point.

4. The method according to claim 1, Determining the propulsion system operating point includes selecting the engine speed and engine torque operating points for the internal combustion engine.

5. The method according to claim 1, Determining the operating point of the propulsion system includes selecting an ignition delay timing for the internal combustion engine to generate heat.

6. The method of claim 1, wherein the method is operated inside a vehicle; The vehicle said vehicle includes a passenger compartment; and in, Operating the device includes operating a heater core configured to provide heat to the passenger compartment.

7. The method of claim 1, wherein the method is operated within a vehicle; and in, Operating the device includes operating a device configured for defrosting the windshield.

8. The method according to claim 1, Determining the operating point of the propulsion system includes selecting a power electronics switching strategy for the motor to generate an increased amount of heat while providing output torque for propulsion.

9. A method for thermal coordination in a vehicle, comprising: Operating a propulsion system that generates heat as wasted power, wherein operating the propulsion system includes operating an internal combustion engine and operating an electric motor, both of which are configured to provide output torque for propulsion; The device operates by utilizing the heat generated by the propulsion system; Operate a heat transfer system configured to transfer heat generated by the propulsion system from the propulsion system to the device; Within a computerized processor, Determine the minimum useful waste heat power required to operate the device; Monitor the desired output torque of the propulsion system; as well as The propulsion system operating point is determined based on the desired output torque and the minimum useful waste heat power for operating the device using a cost-based determination, wherein determining the propulsion system operating point includes determining the operating point of the internal combustion engine and the operating point of the electric motor; as well as The propulsion system is controlled using the propulsion system operation points.

10. The method of claim 9, wherein determining the minimum useful waste heat power for operating the device comprises: Monitor ambient temperature; Monitor the heat generated by the propulsion system; as well as The minimum useful waste heat power for operating the device is determined based on the ambient temperature and the heat generated by the propulsion system.

11. The method according to claim 9, wherein, Determining the propulsion system operating point based on the desired output torque and the minimum useful waste heat power for operating the device using cost-based determination includes: Iterative analysis of the costs of operating the device at multiple propulsion system candidate operating points: delivering the desired output torque and providing additional heat to meet the minimum useful waste heat power; and To minimize the cost, one of the plurality of candidate propulsion system operating points is selected as the propulsion system operating point.

12. The method of claim 9, further comprising operating means configured for defrosting the windshield; and in, The minimum useful waste heat power is determined based on the total heat expected by the device configured for defrosting the windshield.

13. The method according to claim 9, Determining the operating point of the propulsion system includes selecting a power electronics switching strategy for the motor to generate an increased amount of heat while providing output torque for propulsion.

14. A system for thermal coordination, comprising: A propulsion system that generates heat as wasted power, wherein the propulsion system includes an internal combustion engine and an electric motor, both of which are configured to provide output torque for propulsion; A device that utilizes the heat generated by the propulsion system; A heat transfer system configured to transfer heat generated by the propulsion system from the propulsion system to the device; Computerized thermal coordination controllers, including programming to: Determine the minimum useful waste heat power required to operate the device; Monitor the desired output torque for the propulsion system; The propulsion system operating point is determined based on the desired output torque and the minimum useful waste heat power for operating the device using a cost-based determination, wherein determining the propulsion system operating point includes determining the operating point of the internal combustion engine and the operating point of the electric motor; as well as The propulsion system is controlled using the propulsion system operation points.

15. The system according to claim 14, wherein, The programming for determining the propulsion system operating point based on the cost-based determination of the desired output torque and the minimum useful waste heat power for operating the device includes programming as follows: Iterative analysis of the costs of operating the device at multiple propulsion system candidate operating points by delivering the desired output torque and providing additional heat to meet the minimum useful waste heat power. as well as To minimize the cost, one of the plurality of candidate propulsion system operating points is selected as the propulsion system operating point.

16. The system of claim 14, further comprising a vehicle; The vehicle said vehicle includes a passenger compartment; and in, The device includes a heater core configured to provide heat to the passenger compartment.

17. The system of claim 14, further comprising a vehicle; and in, The device includes means configured for defrosting the windshield.

18. The system according to claim 14, in, Programming to determine the operating point of the propulsion system includes programming to select a power electronics switching strategy for the motor to generate an increased amount of heat while providing output torque for propulsion.

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