Systems and methods for predicting and applying regenerative braking

Abstract

The present disclosure provides a system and method for predicting and applying regenerative braking. Systems and methods for predicting and applying regenerative braking using GPS (Global Positioning System) and IMU (Inertial Measurement Unit) data. Techniques described herein may be used to determine charging availability of an electric or hybrid vehicle using current GPS position and IMU sensor data of the vehicle. The IMU and / or GPS data is used to determine a next path prediction and detect a next route elevation level. If the next route elevation level is above a threshold, the motor of the vehicle may be automatically swapped for energy regeneration. Accordingly, a recharging operation may be performed in a wide varying scenario, including those in which a driver has not engaged a brake pedal.

Description

Technical Field

[0001] The present disclosure relates to systems and methods for predicting and applying regenerative braking using GPS (Global Positioning System) and IMU (Inertial Measurement Unit) data. Background Art

[0002] Regenerative braking is an energy recovery mechanism that decelerates a moving vehicle or object by converting its kinetic energy into electrical energy. A hybrid / electric vehicle may include circuitry configured to convert kinetic energy into electrical energy via regenerative operation when an electric motor is used to reverse the vehicle. The electric motor acts as a generator and converts mechanical energy into electrical energy, thereby transferring mechanical energy from the wheels to an electrical load. Typically, a vehicle may apply regenerative braking when the driver engages the vehicle's brake pedal. Summary of the invention

[0003] The techniques described herein may be used to increase the range of an electric / hybrid vehicle by performing recharging operations based at least in part on GPS and IMU data. Thus, it should be understood that the techniques described herein are not limited to situations where the vehicle is braking, and regeneration operations may be performed even if the driver is not engaging the vehicle's brake pedal or other applied friction-based braking system.

[0004] Regenerative braking refers to an energy recovery mechanism that slows a moving vehicle or object by converting its kinetic energy into electrical energy. A hybrid / electric vehicle may include circuitry configured to convert kinetic energy into electrical energy via regenerative operation when an electric motor is used to reverse the vehicle. The electric motor acts as a generator and converts mechanical energy into electrical energy, thereby transferring mechanical energy from the wheels to an electrical load.

[0005] Electric vehicles have limited battery capacity and limited range. When the vehicle is in transit, various energy recovery mechanisms (such as regenerative braking) can be applied to increase the vehicle's range. However, determining an appropriate regenerative braking strategy involves many challenges. Therefore, it should be understood that there is a current need to enhance the vehicle's ability to predict and apply regenerative braking in various use cases.

[0006] In at least one embodiment, a vehicle (e.g., an electric vehicle) includes an electronic control unit that implements an electrical suggestion algorithm that predicts and applies regenerative braking based on GPS (Global Positioning System) and IMU (Inertial Measurement Unit) sensor data on a known path. A known path can refer to a path determined based on a user providing an input destination and selecting a desired navigation route to the destination. In various embodiments, the electrical suggestion algorithm will turn on when the vehicle ignition is on and communicate with the EC battery module via CAN, and will update the HMI with the current percentage of charge available.

[0007] When the user selects a destination to travel, the trip suggestion algorithm or module will detect multiple stops and the best energy-efficient route and also update the energy regeneration algorithm or module. The energy regeneration algorithm or module can be used to identify the best elevation points and the best shortcuts from the list of available routes and update the electrical suggestion algorithm or module. The electrical suggestion algorithm or module can display the best route on the human machine interface (HMI) mapping software.

[0008] The optimal route can be determined based on various criteria such as fuel efficiency, avoiding toll booths, regenerative charging, etc. In various embodiments, the user selects a destination location on the vehicle's map interface. The electrical suggestion algorithm or module can then calculate the route distance using previous driving history (e.g., average mileage and speed, etc.) data. The electrical suggestion algorithm or module can calculate and suggest to the user the current available power and show whether the vehicle can reach the destination. In various embodiments, the optimal EC driving route and driving mode can be suggested or shared by uploading the route to a remote server (e.g., a cloud service) so that it can be shared with other vehicles to achieve energy conservation and reproduce the route while driving. The remote server can be a cloud service or service provider that collects route information for the optimal regenerative charging route, and can collect information, analyze it based on the habits of each driver, and generate recommendations that can be shared with other vehicles to achieve energy conservation and reproduce the route while driving.

[0009] The electrical advice algorithm or module will monitor charging availability (e.g., once per second) and calculate the distance the vehicle can travel. Due to a change in driving pattern, if the vehicle is no longer able to reach the destination, the electrical advice algorithm or module will notify the driver of this change.

[0010] In various embodiments, techniques for predicting and applying regenerative braking are performed while the vehicle is traveling on a regeneration route. The regeneration route may include one or more regeneration locations determined by a regeneration algorithm or module that uses the vehicle's GPS location and / or IMU sensor data to identify elevation locations from a selected map to prompt the motor to reverse motor direction for regeneration. If the vehicle's accelerator is not engaged, the motor direction is reversed at the regeneration location and regenerative braking is engaged, even if the vehicle's friction-based brakes are not engaged (e.g., the driver is not depressing the vehicle's accelerator pedal or the vehicle's brake pedal).

[0011] In various embodiments, once the vehicle reaches a high point in the selected path, the energy regeneration algorithm or module will predict the next path elevation. If the elevation path is above a threshold, the regeneration algorithm or module will send a signal to the charging module to switch the motor direction for energy regeneration.

[0012] In various embodiments, the motor module reverses the direction of the motor and the vehicle will engage in regenerative charging operation. The energy regeneration algorithm or module may continue to monitor the vehicle's GPS current position and the vehicle's IMU sensor data to determine if the predicted next path elevation remains above a threshold. If so, the vehicle may continue to perform regenerative charging operations. If at any time the vehicle's accelerator is engaged, the motor module will reverse the motor direction to engage forward propulsion of the vehicle.

[0013] In various embodiments, the regeneration algorithm or module will update the HMI with how much energy was regenerated while driving.

[0014] In various embodiments, data regarding utilization of regenerative charging is recorded when a user is driving without a known route. For example, when a user is driving without the assistance of a mapping module for providing navigation instructions, the vehicle's electronic system may record the next driving route path inferred by a path estimation algorithm and / or the actual driving route ultimately taken. Regenerative charging data may be recorded for the actual driving route - for example, how much regenerative charging was achieved. Some or all of the recorded data is transmitted to a remote server (e.g., a cloud service), which may then use the recorded data to perform machine learning and enhance path estimation algorithms for regenerative charging estimation, calculation of optimal charging routes, and the like.

[0015] Thus, by utilizing these techniques, the vehicle can be recharged while traveling without user interaction or interference as the vehicle travels on a known route.

[0016] In at least one embodiment, a vehicle (e.g., an electric vehicle) includes an electronic control unit that implements an electrical advice algorithm that predicts and applies regenerative braking based on GPS (Global Positioning System) and IMU (Inertial Measurement Unit) sensor data when there is no known path (e.g., navigation instructions have not been provided) or during typical unguided driving. In various embodiments, the electrical advice algorithm will turn on when the vehicle ignition is on and communicate with the EC battery module via CAN (Control Area Network), and will update the HMI with the current percentage of charge available.

[0017] In various embodiments, the electrical advice algorithm or module periodically (eg, once per second) monitors charging availability and calculates the distance the vehicle can travel and updates the HMI with such information, which can be presented to a user of the vehicle.

[0018] In various embodiments, the energy regeneration algorithm or module receives GPS location and IMU data and monitors the elevation of each location. Once the vehicle reaches the elevation point, the energy regeneration algorithm or module uses the path estimation module to estimate the next path elevation. If the elevation path is above a threshold, the regeneration algorithm or module will send a signal to the charging module to switch the motor direction for energy regeneration. In various embodiments, the energy regeneration algorithm or module will use the path estimation algorithm for the next driving route. When the motor module switches direction, the vehicle will begin charging (energy regeneration) until the user accelerates the vehicle. Therefore, using the technology described in this article, the vehicle will be able to recharge while driving without user interaction or interference.

[0019] According to one embodiment of the present disclosure, a vehicle includes one or more processors coupled to one or more memories storing computer readable instructions that, when executed by the one or more processors, cause the one or more processors to implement functionality for predicting and applying regenerative braking when a destination is known (e.g., provided to a mapping module by a user). The functionality may be implemented to: determine a destination selected by a user of the vehicle; determine one or more candidate routes based on the destination; determine a elevation point for each of the one or more candidate routes; select a regenerative charging route from the one or more candidate routes based on the elevation point; determine that the vehicle is traveling on the regenerative charging route using GPS (Global Positioning System) and IMU (Inertial Measurement Unit) information; determine that the vehicle has reached an elevation point on the regenerative charging route; determine that a next route elevation path is above a threshold; and reverse the direction of the vehicle's motor to initiate regenerative charging of the vehicle's battery.

[0020] According to one embodiment of the present disclosure, the vehicle will determine one or more stopping points based on the regenerative charging route.

[0021] According to one embodiment of the present disclosure, the vehicle will determine that the user has depressed an accelerator pedal of the vehicle; and reverse the direction of the motor of the vehicle to initiate acceleration of the vehicle.

[0022] According to one embodiment of the present disclosure, the vehicle will display how much energy is generated on the HMI (Human Machine Interface) of the vehicle.

[0023] According to one embodiment of the present disclosure, the vehicle determines that an accelerator pedal of the vehicle is not engaged before switching the direction of the motor.

[0024] According to one embodiment of the present disclosure, the regenerative charging of the battery is initiated independent of the user engaging the brake pedal of the vehicle. In other words, regenerative charging can be performed even if the friction-based braking system of the vehicle is not engaged. For example, if the vehicle is traveling on a slightly downhill portion of the road, the user may not feel the need to engage the brake pedal, and regenerative braking can still be initiated.

[0025] According to one embodiment of the present disclosure, the vehicle will calculate the charging percentage of the vehicle on the regenerative charging route. In various embodiments, the vehicle will upload the regenerative charging route to a remote server.

[0026] One or more processors are included, the one or more processors are coupled to one or more memories, the one or more memories storing computer readable instructions, the computer readable instructions, when executed by the one or more processors, cause the one or more processors to implement functionality for predicting and applying regenerative braking when the user is traveling without providing a known destination to the vehicle (e.g., the destination has not been provided by the user to a mapping module). The functionality can be implemented to: use GPS (Global Positioning System) and IMU (Inertial Measurement Unit) information to determine when the vehicle reaches a landmark; use a path estimation algorithm to determine the next route of travel for the vehicle; determine that the next route elevation path is above a threshold; and reverse the direction of the vehicle's motor to initiate regenerative charging of the vehicle's battery.

[0027] According to one embodiment of the present disclosure, the vehicle will determine that a user has depressed an accelerator pedal of the vehicle; and reverse the direction of the motor of the vehicle to initiate acceleration of the vehicle.

[0028] According to one embodiment of the present disclosure, the regenerative charging of the battery is initiated independent of a user engaging a brake pedal of the vehicle.

[0029] According to one embodiment of the present disclosure, the vehicle will display how much energy is generated on the vehicle's HMI (Human Machine Interface).

[0030] According to one embodiment of the present disclosure, the vehicle will determine that an accelerator pedal of the vehicle is not engaged before switching the direction of the motor.

[0031] According to one embodiment of the present disclosure, the vehicle will calculate the charging percentage of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Detailed description is set forth with respect to the accompanying drawings. The use of the same reference numerals may indicate similar or identical items. Various embodiments may utilize elements and / or components other than those shown in the accompanying drawings, and some elements and / or components may not be present in various embodiments. The elements and / or components in the accompanying drawings are not necessarily drawn to scale. Throughout this disclosure, singular and plural terms may be used interchangeably, depending on the context.

[0033] Figure 1 A diagram showing a vehicle configured to implement techniques for predicting and applying regenerative braking in accordance with at least one embodiment of the present disclosure.

[0034] Figure 2 A schematic diagram of a hybrid electric vehicle (HEV) is depicted in accordance with one or more embodiments of the present disclosure.

[0035] Figure 3 A diagram is depicted of a vehicle predicting regenerative braking and applying regenerative braking on a known path in accordance with at least one embodiment of the present disclosure.

[0036] Figure 4 A diagram is depicted of a vehicle predicting and applying regenerative braking without a known path in accordance with at least one embodiment of the present disclosure. DETAILED DESCRIPTION

[0037] refer to Figure 1 , Figure 1 Diagram 100 shows a vehicle 102 configured to implement techniques for predicting and applying regenerative braking, according to at least one embodiment of the present disclosure.

[0038] Figure 1 A vehicle 102 is depicted in accordance with one or more embodiments of the present disclosure. Figure 1 The vehicle 102 includes an EC-battery interface 104, a location 106, an HMI 108, a trip suggestion module 110, a mapping module 112, a path prediction and path estimation module 114, an energy regeneration algorithm 116, a CAN 118, a motor 120, and a battery 122. The vehicle 102 can be Figure 2 or implemented in the context of other embodiments described throughout the disclosure.

[0039] In various embodiments, Figure 1 One or more of the vehicle components depicted in the drawings may be implemented by one or more processors coupled to one or more memories storing computer-readable instructions that, when executed by the one or more processors, implement various functionalities, including the ability to predict and apply regenerative braking for the vehicle 102 under various circumstances, including those circumstances in which a user has not yet engaged the vehicle's brake pedal.

[0040] The EC-battery interface 104 may refer to a software and / or hardware component of the vehicle 102 that may be utilized by the energy regeneration algorithm 116 to provide information about the battery status of the vehicle, such as the current percentage of charge available. In various embodiments, the energy regeneration algorithm 116 communicates with the EC-battery interface 104 via the CAN 118 and updates the HMI 108 to present the current percentage of charge available for the vehicle.

[0041] Location 106 refers to a positioning system according to various embodiments. Location 106 may refer to a vehicle's GPS receiver system that determines the vehicle's latitude, longitude, and elevation. Location 106 may include an IMU 126 (inertial measurement unit). The IMU 126 may be implemented using an electronic circuit that uses a combination of sensors such as accelerometers, gyroscopes, and magnetometers to measure and report the vehicle's specific force, angular velocity, and orientation. The vehicle's geographic location may be presented to the user in the HMI 108. The vehicle may provide the geographic location to an energy regeneration algorithm 116 to determine when to apply a regenerative charging operation.

[0042] The trip suggestion module 110 may refer to a software and / or hardware component of the vehicle 102 that receives a destination selected by a user and determines an optimal route to travel. The trip suggestion algorithm may determine one or more optimal routes and provide them to the energy regeneration algorithm 116, which may be used to determine an optimal charging route. The trip suggestion module 110 may also be used to determine optimal stops based on the optimal regenerative charging route. The trip suggestion module 110 may detect multiple stops and optimal energy-saving routes and send updates to the energy regeneration algorithm 116.

[0043] The mapping module 112 may refer to a software and / or hardware component of the vehicle 102. A user of the vehicle 102 may interact with the mapping module 112 to select a travel destination. The mapping module may receive the user's desired destination information and provide it to the energy regeneration algorithm 116, the trip suggestion module 110, the EC suggestion algorithm, or other components of the vehicle 102 as needed.

[0044] The path prediction and path estimation module 114 may refer to a software and / or hardware component of the vehicle 102. The path prediction and path estimation module 114 may use a path estimation algorithm to determine the next route of travel. When the vehicle reaches a point of elevation in a selected or predicted path, the path prediction and path estimation module 114 may be used to predict the next path elevation.

[0045] The energy regeneration algorithm 116 may refer to a software and / or hardware component of the vehicle 102. In various embodiments, the energy regeneration algorithm digitally interacts with the EC-battery interface 104, the location 106, the HMI 108, the trip suggestion module 110, the mapping module 112, the path prediction and path estimation module 114, or any suitable combination thereof. In various embodiments, a control area network (CAN 118) is used to interact with the motor 120 and / or the battery 122.

[0046] The energy regeneration algorithm 116 may receive geographic location information from the mapping module 112 and destination information provided by the user. The energy regeneration algorithm 116 may receive one or more routes for reaching the desired destination from the trip suggestion module 110. The energy regeneration algorithm 116 may determine elevation points for one or more routes and determine the optimal charging route based on the elevation points. The optimal regenerative charging route may be provided to the trip suggestion module 110 and the electrical suggestion algorithm by the energy regeneration algorithm 116. The energy regeneration algorithm 116 may monitor the location (e.g., latitude, longitude, and elevation) of the vehicle 102 while the vehicle 102 is in transit. The energy regeneration algorithm 116 may detect that the next route elevation level is above a threshold and instruct the motor 120 to switch directions and start regenerative charging of the battery 122. In addition, the energy regeneration algorithm 116 may monitor the driving state of the vehicle so that if the accelerator is engaged, regenerative charging is not performed. For example, if the vehicle is already engaged in regenerative charging and the driver subsequently engages the accelerator pedal, the motor direction may be changed to provide forward propulsion.

[0047] The energy regeneration algorithm 116 can operate while the vehicle is traveling even if destination information is not provided. The energy regeneration algorithm 116 can monitor the location (e.g., latitude, longitude, and elevation) of the vehicle. The energy regeneration algorithm 116 can determine that the current location of the vehicle is above a threshold and is based at least in part on an estimated path based on the current GPS location and the vehicle's IMU elevation data. The energy regeneration algorithm 116 can receive IMU information that is used to estimate the next path prediction and detect the next route elevation level. If it is above a threshold, the motor can be alerted. The energy regeneration algorithm 116 can instruct the motor 120 to switch direction and start regenerative charging of the battery 122. In addition, the energy regeneration algorithm 116 can monitor the driving state of the vehicle so that if the accelerator is engaged, regenerative charging is not performed. For example, if the vehicle is engaged in regenerative charging and the driver subsequently engages the accelerator pedal, the motor direction can be changed to provide forward propulsion.

[0048] HMI 108 may refer to a suitable human machine interface of vehicle 102, such as a touch screen, for presenting graphical information to a user of vehicle 102. The HMI may be used to display information such as the best route to a destination, how much energy is saved on a regenerative charging route, and so on.

[0049] The CAN 118 (control area network) can be utilized by the energy regeneration algorithm 116 to interact with the motor 120 and / or the battery 122. For example, the energy regeneration algorithm 116 can provide commands or instructions to the motor 120 to change the motor direction to achieve regenerative charging. The energy regeneration algorithm 116 can use the CAN 118 to determine the percentage level and charge level of the battery 122.

[0050] In various embodiments, the motor 120 provides driving force for the powertrain. Alternatively, the motor 120 can be used as a generator and converts kinetic energy from the powertrain into electrical energy to be stored in the battery 122. For example, when the engine is providing propulsion power to the vehicle 102, the motor 120 can be used as a generator. The motor 120 can also be used as a generator during regenerative braking, in which the torque and rotational energy (or kinetic energy) or power from the rotating wheels is transmitted back through the gearbox, torque converter (and / or torque converter bypass clutch) and converted into electrical energy to be stored in the battery. EC maps can be transmitted to / from a cloud service 124 that communicates with the vehicle 102 via a wireless connection. In various embodiments, the best EC route can be suggested or shared to other vehicles to achieve energy saving and reproduction while driving.

[0051] It should be noted that Figure 1 The various interfaces, modules, algorithms, etc. depicted in the are shown as discrete components for illustrative purposes only. In various embodiments, Figure 1 Some or all of the components depicted in the drawings may be combined or separated to have varying levels of functionality as appropriate for a given use case.

[0052] refer to Figure 2 , shows a schematic diagram of a hybrid electric vehicle (HEV) 10 according to one or more embodiments of the present disclosure. Figure 2 Representative relationships between components are shown. The physical layout and orientation of the components within the vehicle may vary. The HEV 10 includes a powertrain 12. The powertrain 12 includes an engine 14 that drives a transmission 16. As will be described in further detail below, the transmission 16 includes an electric machine (such as an electric motor / generator (M / G) 18), an associated traction battery 20, a torque converter 22, and a multi-ratio automatic transmission or gearbox 24.

[0053] Both the engine 14 and the M / G 18 are driving sources of the HEV 10. The engine 14 generally represents a power source, which may include an internal combustion engine (such as a gasoline, diesel, or natural gas powered engine) or a fuel cell. When the separation clutch 26 between the engine 14 and the M / G 18 is at least partially engaged, the engine 14 generates engine power and corresponding engine torque supplied to the M / G 18. The M / G 18 may be implemented by any of a variety of types of motors. For example, the M / G 18 may be a permanent magnet synchronous motor. The power electronics regulate the direct current (DC) power provided by the battery 20 according to the requirements of the M / G 18, as will be described below. For example, the power electronics may provide three-phase alternating current (AC) to the M / G 18.

[0054] When the disconnect clutch 26 is at least partially engaged, power flow from the engine 14 to the M / G 18 or from the M / G 18 to the engine 14 is possible. For example, the disconnect clutch 26 can be engaged, and the M / G 18 can act as a generator to convert the rotational energy provided by the crankshaft 28 and the M / G shaft 30 into electrical energy for storage in the battery 20. The disconnect clutch 26 can also be disengaged to isolate the engine 14 from the rest of the powertrain 12, so that the M / G 18 can be used as the sole drive source for the HEV 10. The shaft 30 extends through the M / G 18. The M / G 18 is continuously drivably connected to the shaft 30, while the engine 14 is drivably connected to the shaft 30 only when the disconnect clutch 26 is at least partially engaged.

[0055] The M / G 18 is connected to the torque converter 22 via the shaft 30. Thus, when the disconnect clutch 26 is at least partially engaged, the torque converter 22 is connected to the engine 14. The torque converter 22 includes a pump wheel fixed to the M / G shaft 30 and a turbine fixed to the transmission input shaft 32. The torque converter 22 thus provides a hydraulic connection between the shaft 30 and the transmission input shaft 32. When the pump wheel rotates faster than the turbine, the torque converter 22 transmits power from the pump wheel to the turbine. The magnitude of the turbine torque and the pump wheel torque generally depends on the relative speed. When the ratio of the pump wheel speed to the turbine speed is high enough, the turbine torque is several times the pump wheel torque. A torque converter bypass clutch (also called a torque converter lockup clutch) 34 may also be provided, which frictionally or mechanically couples the pump wheel of the torque converter 22 with the turbine when engaged, thereby allowing more efficient power transmission. The torque converter bypass clutch 34 may be operated as a starting clutch to provide a smooth vehicle start. Alternatively or in combination, a launch clutch similar to disconnect clutch 26 may be provided between M / G 18 and gearbox 24 for applications that do not include torque converter 22 or torque converter bypass clutch 34. In some applications, disconnect clutch 26 is generally referred to as the upstream clutch, and launch clutch 34 (which may be a torque converter bypass clutch) is generally referred to as the downstream clutch.

[0056] The gearbox 24 may include a gear set (not shown) that is selectively placed in different gear ratios through the selective engagement of friction elements such as clutches and brakes (not shown) to establish a desired plurality of discrete gear ratios or stepped gear ratios. The friction elements may be controlled by a shift schedule that connects and disconnects certain elements of the gear set to control the gear ratio between the transmission output shaft 36 and the transmission input shaft 32. The gearbox 24 automatically shifts from one gear ratio to another based on various vehicle and environmental conditions through an associated controller such as a powertrain control unit (PCU). Power and torque from both the engine 14 and the M / G 18 may be delivered to and received by the gearbox 24. The gearbox 24 then provides the powertrain output power and torque to the output shaft 36.

[0057] It should be understood that the hydraulically controlled gearbox 24 used with the torque converter 22 is merely one example of a gearbox or transmission arrangement; any multi-ratio gearbox that accepts one or more input torques from an engine and / or motor and then provides torque to an output shaft at different gear ratios is acceptable for use with embodiments of the present disclosure. For example, the gearbox 24 may be implemented by an automated mechanical (or manual) transmission (AMT) that includes one or more servomotors to translate / rotate a shift fork along a shift rail to select a desired gear ratio. As is generally understood by those of ordinary skill in the art, an AMT may be used, for example, in applications with higher torque requirements.

[0058] like Figure 2 As shown in the representative embodiment of FIG, the output shaft 36 is connected to a differential 40. The differential 40 drives a pair of wheels 42 via respective axles 44 connected to the differential 40. The differential transmits substantially equal torque to each wheel 42 while allowing for slight rotational speed differences, such as when the vehicle is turning. Different types of differentials or similar devices may be used to distribute torque from the drivetrain to one or more wheels. In some applications, the torque distribution may vary, for example, depending on a particular operating mode or operating condition.

[0059] The powertrain 12 also includes an associated controller 50, such as a powertrain control unit (PCU). Although shown as one controller, the controller 50 may be part of a larger control system and may be controlled by various other controllers throughout the HEV 10, such as a vehicle system controller (VSC). Therefore, it should be understood that the controller 50 and one or more other controllers may be collectively referred to as a "controller" that controls various actuators in response to signals from various sensors to control functions such as starting / stopping the engine 14, operating the M / G 18 to provide wheel torque or charging the battery 20, selecting or planning transmission shifts, etc. The controller 50 may include a microprocessor or central processing unit (CPU) that communicates with various types of computer-readable storage devices or media. The computer-readable storage devices or media may include, for example, volatile and non-volatile storage devices in read-only memory (ROM), random access memory (RAM), and keep-alive memory (KAM). KAM is a persistent or non-volatile memory that can be used to store various operating variables when the CPU is powered off. The computer readable storage device or medium may be implemented using any of a number of known memory devices such as a PROM (programmable read-only memory), an EPROM (electrical PROM), an EEPROM (electrically erasable PROM), flash memory, or any other electrical, magnetic, optical, or combination memory device capable of storing data, some of which represents executable instructions used by the controller to control the engine or vehicle.

[0060] The controller communicates with various engine / vehicle sensors and actuators via an input / output (I / O) interface (including input and output channels), which may be implemented as a single integrated interface that provides various raw data or signal conditioning, processing and / or conversion, short circuit protection, etc. Alternatively, one or more dedicated hardware or firmware chips may be used to condition and process specific signals before supplying them to the CPU. Figure 2As generally shown in the representative embodiment of FIG. 1 , the controller 50 may transmit signals to and / or from the engine 14, the disconnect clutch 26, the M / G 18, the battery 20, the launch clutch 34, the transmission gearbox 24, and the power electronics 56. Although not explicitly shown, one of ordinary skill in the art will recognize the various functions or components within each of the subsystems identified above that may be controlled by the controller 50. Representative examples of parameters, systems, and / or components that may be actuated directly or indirectly using control logic and / or algorithms executed by the controller include: fuel injection timing, rate, and duration, throttle position, spark plug firing timing (for spark ignition engines), intake / exhaust valve timing and duration, front end accessory drive (FEAD) components (such as an alternator, air conditioning compressor), battery charging or discharging (including determining maximum charge and discharge power limits), regenerative braking, M / G operation, the disconnect clutch 26, the launch clutch 34, and clutch pressures of the transmission gearbox 24, etc. Sensors transmitting input via the I / O interface may be used to indicate, for example, turbocharger boost pressure, crankshaft position (PIP), engine speed (RPM), wheel speed (WS1, WS2), vehicle speed (VSS), coolant temperature (ECT), intake manifold pressure (MAP), accelerator pedal position (PPS), ignition switch position (IGN), throttle position (TP), air temperature (TMP), exhaust oxygen (EGO) or other exhaust constituent concentration or presence, intake air flow (MAF), transmission gear, ratio or mode, transmission oil temperature (TOT), transmission turbine speed (TS), torque converter bypass clutch 34 state (TCC), deceleration or shift mode (MDE), battery temperature, voltage, current or state of charge (SOC).

[0061] The control logic or functions performed by the controller 50 may be represented by a flowchart or similar diagram in one or more of the accompanying drawings. These drawings provide representative control strategies and / or logic that can be implemented using one or more processing strategies (such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc.). Thus, the various steps or functions shown may be performed in the order shown, may be performed in parallel, or may be omitted in some cases. Although not always explicitly shown, it will be recognized by those of ordinary skill in the art that one or more of the steps or functions shown may be repeatedly performed depending on the specific processing strategy used. Similarly, the processing order is not necessarily required to achieve the features and advantages described herein, but is provided for ease of illustration and description. The control logic may be implemented primarily in software executed by a microprocessor-based vehicle, engine and / or powertrain controller (such as controller 50). Of course, depending on the specific application, the control logic may be implemented in software, hardware, or a combination of software and hardware in one or more controllers. When implemented in software, the control logic may be provided in one or more computer-readable storage devices or media, which store data representing codes or instructions executed by a computer to control a vehicle or a vehicle subsystem. The computer-readable storage device or medium may include one or more of several known physical devices that utilize electrical, magnetic, and / or optical storage to hold executable instructions and associated calibration information, operating variables, and the like.

[0062] The accelerator pedal 52 is used by the driver of the vehicle to provide the required torque, power or drive command to propel the vehicle. Generally, depressing and releasing the accelerator pedal 52 generates an accelerator pedal position signal, which can be interpreted by the controller 50 as a need to increase power or reduce power, respectively. The brake pedal 58 is also used by the driver of the vehicle to provide the required braking torque to decelerate the vehicle. Generally, depressing and releasing the brake pedal 58 generates a brake pedal position signal, which can be interpreted by the controller 50 as a need to reduce the vehicle speed. Based on the inputs from the accelerator pedal 52 and the brake pedal 58, the controller 50 commands the torque to the engine 14, the M / G 18 and the friction brake 60. The controller 50 also controls the timing of the shift in the gearbox 24, and the engagement or disengagement of the disconnect clutch 26 and the torque converter bypass clutch 34. Like the disconnect clutch 26, the torque converter bypass clutch 34 can be modulated within a range between an engaged position and a disengaged position. In addition to the variable slip generated by the hydraulic coupling between the impeller and the turbine, this also generates a variable slip in the torque converter 22. Alternatively, the torque converter bypass clutch 34 may be operated to be locked or open without using the modulated operating mode, depending on the particular application.

[0063] To drive the vehicle with the engine 14, the disconnect clutch 26 is at least partially engaged to transfer at least a portion of the engine torque through the disconnect clutch 26 to the M / G 18, and then from the M / G 18 through the torque converter 22 and the gearbox 24. The M / G 18 can assist the engine 14 by providing additional power to rotate the shaft 30. This operating mode may be referred to as a "hybrid mode" or an "electric assist mode."

[0064] To drive the vehicle with the M / G 18 as the sole power source, the power flow remains the same except that the disconnect clutch 26 isolates the engine 14 from the rest of the powertrain 12. Combustion in the engine 14 may be disabled or otherwise shut down during this time to save fuel. The traction battery 20 transmits the stored electrical energy to the power electronics 56, which may include, for example, an inverter, via wiring 54. The power electronics 56 converts the DC voltage from the battery 20 to an AC voltage to be used by the M / G 18. The controller 50 commands the power electronics 56 to convert the voltage from the battery 20 to an AC voltage provided to the M / G 18 to provide positive or negative torque to the shaft 30. This operating mode may be referred to as a "pure electric" or "EV" operating mode.

[0065] In any operating mode, the M / G 18 can be used as a motor and provide drive to the powertrain 12. Alternatively, the M / G 18 can be used as a generator and convert kinetic energy from the powertrain 12 into electrical energy for storage in the battery 20. For example, when the engine 14 is providing propulsion power to the HEV 10, the M / G 18 can be used as a generator. The M / G 18 can also be used as a generator during regenerative braking, in which the torque and rotational energy (or kinetic energy) or power from the rotating wheels 42 are transmitted back through the gearbox 24, the torque converter 22 (and / or the torque converter bypass clutch 34) and converted into electrical energy for storage in the battery 20.

[0066] It should be understood that Figure 2 The schematic diagram shown in is merely exemplary and is not intended to be limiting. Other configurations that utilize selective engagement of both the engine and the motor for transmission through the transmission are contemplated. For example, the M / G 18 may be offset from the crankshaft 28, an additional motor may be provided to start the engine 14, and / or the M / G 18 may be disposed between the torque converter 22 and the gearbox 24. Other configurations are contemplated without departing from the scope of the present disclosure.

[0067] It should be understood that the vehicle configurations described herein are exemplary only and are not intended to be limiting. Other electric or hybrid vehicle configurations should be interpreted as disclosed herein. Other vehicle configurations may include, but are not limited to, series hybrid vehicles, parallel hybrid vehicles, series-parallel hybrid vehicles, plug-in hybrid electric vehicles (PHEVs), fuel cell hybrid vehicles, battery-operated electric vehicles (BEVs), or any other electric or hybrid vehicle configurations known to those of ordinary skill in the art.

[0068] During regenerative braking operations where it is not desired to further charge the battery 20 (e.g., the battery 20 is fully charged), the regenerative braking energy may be directed to the electric heater 80 or the refrigerant compressor 98 to heat or cool the coolant within the coolant loop 64, respectively. When the regenerative braking energy is directed to operate the electric heater 80 or the refrigerant compressor 98, the battery 20 may operate as a thermal battery to absorb heat generated by the electric heater 80 from the coolant within the coolant loop 64, or dissipate heat into the coolant within the coolant loop 64 when the refrigerant compressor 98 operates to cool the coolant. When the battery 20 also operates as a thermal battery, it is important to maintain the battery temperature within a desired range between a minimum operating temperature and a maximum operating temperature because the functionality of the battery 20 (e.g., the battery's ability to store charge, the battery's discharge power output limit, the battery's discharge current limit, etc.) deteriorates if the battery's 20 temperature is allowed to increase or decrease significantly outside of normal operating temperatures.

[0069] Figure 3 Graph 300 depicts a vehicle predicting regenerative braking and applying regenerative braking on a known path, according to at least one embodiment of the present disclosure.

[0070] Figure 3 An exemplary embodiment is depicted including a user 302, an IMU 304 (inertial measurement unit), an ERA 306 (energy regeneration algorithm), a TAA 308 (trip advisory algorithm), an ECAA 310 (electrical advisory algorithm), an EC-battery and motor system 312, a mapping module 314, a location 316, and an HMI 318 (human machine interface).

[0071] In at least one embodiment, a user 302 of the vehicle selects a destination using a mapping module 314. The user 302 may interact with a touch screen or provide instructions via an HMI 318. In any case, the destination may be provided to the mapping module 314, and the destination point may be provided to the ECAA 310, TAA 308, and ERA 306. In various embodiments, the ECAA 310 calculates the current available power and determines whether the vehicle has enough range to successfully reach the destination. In various embodiments, the ECAA 310 may calculate and advise the user of the current available power and show whether the vehicle can reach the destination.

[0072] In various embodiments, the destination point is provided to TAA308. TAA308 can determine one or more routes to the destination point. The best route can be determined based on various criteria (such as fuel efficiency, avoiding toll booths, regenerative charging, etc.). In various embodiments, the user selects the destination location on the vehicle's map interface. The electrical suggestion algorithm can then calculate the route distance using previous driving history (e.g., average mileage and speed, etc.) data. The electrical suggestion algorithm can calculate and suggest to the user the current available power and show whether the vehicle can reach the destination.

[0073] In various embodiments, the TAA 308 provides an optimal route to the ERA 306. In various embodiments, the elevation points of each of the routes provided to the ERA 306 are analyzed. The ERA 306 can verify the elevation points of each route. The optimal charging route can be detected based on the elevation points. The ERA 306 can determine the optimal charging route. The optimal regenerative charging route can be determined at least in part based on the elevation points and determining how much regenerative charging can be performed (which can also take into account the habits of individual drivers).

[0074] The TAA 308 may provide the best regenerative charging route to the TAA 308. The TAA 308 may determine the best stopping point. In various embodiments, the TAA 308 detects multiple stopping points and the best energy-efficient route and also provides updates to the ERA 306.

[0075] In various embodiments, ERA 306 provides an optimal regenerative charging route to ECAA 310. ECAA 310 can monitor charging availability (e.g., once per second) and calculate the distance the vehicle can travel. Due to a change in driving mode, if the vehicle is no longer able to reach the destination, ECAA 310 will notify the driver of such a change. ECAA 310 can provide routing information to HMI 318 to display the optimal route, display information about the regenerative charging status of the vehicle, and the like.

[0076] Location 316 may determine the vehicle's GPS coordinates and provide geographic location information in the form of latitude, longitude, and elevation to ECAA 310, TAA 308, and ERA 306. While driving, if the vehicle is on a regeneration route, ERA 306 will use the vehicle's GPS current location and the vehicle's IMU sensor data to monitor and / or identify the elevation location from the selected map and will alert EC-battery and motor system 312 to reverse motor direction to begin regenerating energy.

[0077] The EC-battery and motor system 312 will reverse direction and the vehicle will begin charging (energy regeneration) until the user accelerates the vehicle. When the user 302 steps on the accelerator, the EC-battery and motor system 312 will reverse motor direction and accelerate. In various embodiments, the HMI 318 will display how much energy is regenerated.

[0078] Figure 4 A diagram 400 depicts a vehicle predicting and applying regenerative braking without a known path in accordance with at least one embodiment of the present disclosure. This may occur when the vehicle is driven by a user without the assistance of navigation software (eg, a mapping module).

[0079] Figure 4 An exemplary embodiment is depicted including a user 402, an IMU 404 (inertial measurement unit), an ERA 406 (energy regeneration algorithm), a TAA 408 (trip advisory algorithm), an ECAA 410 (electrical advisory algorithm), an EC-battery and motor system 412, a mapping module 414, a location 416, and an HMI 418 (human machine interface).

[0080] In various embodiments, user 402 drives the vehicle without indicating a destination. For example, user 402 may drive the vehicle without inputting a destination location, but still keeping the destination in mind. ECAA 410 may monitor the charging availability of the vehicle. The current available power may be monitored once per second, and the distance the vehicle can travel may be calculated. The current available power may be presented to user 402 via HMI 418.

[0081] In various embodiments, location 416 will determine the GPS coordinates of the vehicle and provide latitude, longitude, and elevation information to ECAA 410, TAA 408, and ERA 406. In various embodiments, ERA 406 also receives IMU information from IMU 404. In various embodiments, ERA 406 will determine an estimated path when the current GPS and IMU elevation data is above a threshold. Once the vehicle reaches an elevation point in the predicted path, ERA 406 will estimate the next path prediction. If the elevation path is above a threshold, ERA 406 will send a signal to EC-battery and motor system 412 to switch motor direction for energy regeneration.

[0082] In various embodiments, ERA 406 determines the next path prediction and detects when the next route elevation is above a threshold. Location 416 continues to determine the GPS coordinates of the vehicle and provides geographic location information in the form of latitude, longitude, and elevation to ECAA 410, TAA 408, and ERA 406. While driving, if the vehicle is on an energy regeneration route, ERA 406 will use the vehicle GPS current position and vehicle IMU sensor data to monitor and / or identify the elevation location from the selected map and will alert the EC-battery and motor system 412 to switch motor direction to begin regenerating energy.

[0083] The EC-battery and motor system 412 will reverse direction and the vehicle will begin charging (energy regeneration) until the user accelerates the vehicle. When the user 402 steps on the accelerator, the EC-battery and motor system 412 will reverse motor direction and accelerate. In various embodiments, the HMI 418 will display how much energy is regenerated.

[0084] The operations and processes described and shown above can be implemented or performed in any suitable order when necessary in various embodiments. In addition, in some embodiments, at least a portion of the operations can be performed in parallel. In addition, in some embodiments, less or more operations than the described operations can be performed.

[0085] The word "exemplary" is used herein to mean "serving as an example, instance, or illustration". Any embodiment described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments. The terms "computing device", "user device", "communication station", "station", "handheld device", "mobile device", "wireless device" and "user equipment" (UE) as used herein refer to a wireless communication device such as a cable box, a wearable smart device, a cellular phone, a smart phone, a tablet, a netbook, a wireless terminal, a laptop computer, a femtocell, a high data rate (HDR) subscriber station, an access point, a printer, a point of sale device, an access terminal or other personal communication system (PCS) device. The device may be mobile or fixed.

[0086] As used in this document, the term "communication" is intended to include transmission or reception, or both transmission and reception. This may be particularly useful in a claim when describing the organization of data transmitted by one device and received by another device, but requiring the functionality of only one of those devices violates the claim. Similarly, a two-way data exchange between two devices (during which both devices transmit and receive) may be described as "communication" when only the functionality of one of those devices is claimed. The term "communication" as used herein with respect to wireless communication signals includes transmitting wireless communication signals and / or receiving wireless communication signals. For example, a wireless communication unit capable of transmitting wireless communication signals may include: a wireless transmitter for transmitting wireless communication signals to at least one other wireless communication unit; and / or a wireless communication receiver for receiving wireless communication signals from at least one other wireless communication unit.

[0087] As used herein, unless otherwise indicated, the use of ordinal adjectives "first," "second," "third," etc. to describe common objects indicates merely that different instances of similar objects are mentioned and is not intended to imply that the objects so described must be in a given sequence in time, space, ranking, or in any other manner.

[0088] Some embodiments may be used in conjunction with various devices and systems, such as wearable smart devices, personal computers (PCs), desktop computers, mobile computers, laptop computers, notebook computers, tablet computers, server computers, handheld computers, handheld devices, personal digital assistant (PDA) devices, handheld PDA devices, vehicle-mounted devices, off-vehicle devices, hybrid devices, vehicle devices, non-vehicle devices, mobile or portable devices, consumer devices, non-mobile or non-portable devices, wireless communication stations, wireless communication devices, wireless access points (APs), wired or wireless routers, wired or wireless modems, video devices, audio devices, audio-video (A / V) devices, wired or wireless networks, wireless area networks, wireless video area networks (WVANs), local area networks (LANs), wireless LANs (WLANs), personal area networks (PANs), wireless PANs (WPANs), and the like.

[0089] Some embodiments may be used in conjunction with: one-way and / or two-way radio communication systems, cellular radio-telephone communication systems, mobile phones, cellular phones, cordless phones, personal communication system (PCS) devices, PDA devices including wireless communication devices, mobile or portable global positioning system (GPS) devices, devices including GPS receivers or transceivers or chips, devices including RFID elements or chips, multiple-input multiple-output (MIMO) transceivers or devices, single-input multiple-output (SIMO) transceivers or devices, multiple-input single-output (MISO) transceivers or devices, devices with one or more internal antennas and / or external antennas, digital video broadcasting (DVB) devices or systems, multi-standard radio devices or systems, wired or wireless handheld devices (e.g., smart phones), wireless application protocol (WAP) devices, etc.

[0090] Some embodiments may be used in conjunction with one or more types of wireless communication signals and / or systems that comply with one or more wireless communication protocols, such as DOCSIS, radio frequency (RF), infrared (IR), frequency division multiplexing (FDM), orthogonal FDM (OFDM), time division multiplexing (TDM), time division multiple access (TDMA), extended TDMA (E-TDMA), general packet radio service (GPRS), extended GPRS, code division multiple access (CDMA), wideband CDMA (WCDMA), CDMA2000, single carrier CDMA, multi-carrier CDMA, multi-carrier modulation (MDM), discrete multi-tone (DMT), Bluetooth, global positioning system (GPS), Wi-Fi, Wi-Max, ZigBee, ultra-wideband (UWB), global system for mobile communications (GSM), 2G, 2.5G, 3G, 3.5G, 4G, fifth generation (5G) mobile networks, 3GPP, long term evolution (LTE), LTE advanced, enhanced data rates for GSM evolution (EDGE), etc. Other embodiments may be used in various other devices, systems and / or networks.

[0091] Embodiments according to the present disclosure are particularly disclosed in the attached claims, which relate to methods, storage media, devices, and computer program products, wherein any feature mentioned in one claim category (e.g., method) may also be claimed in another claim category (e.g., system). The dependencies or references in the attached claims are selected for formal reasons only. However, any subject matter resulting from deliberate reference to any previous claim (especially multiple dependencies) may also be claimed, so that any combination of claims and their features is disclosed and may be claimed, regardless of the dependencies selected in the attached claims. The subject matter that may be claimed includes not only the combination of features set forth in the attached claims, but also any other combination of features in the claims, wherein each feature mentioned in the claims may be combined with any other feature in the claims or with a combination of other features. In addition, any of the embodiments and features described or depicted herein may be claimed in a separate claim and / or in any combination with any embodiment or feature described or depicted herein or with any feature of the attached claims.

[0092] The above description of one or more embodiments provides illustration and description, but is not intended to be exhaustive or to limit the scope of the embodiments to the precise forms disclosed. Modifications and variations are possible in light of the above teachings or may be acquired from practice of the various embodiments.

[0093] Certain aspects of the present disclosure are described above with reference to block diagrams and flow charts of systems, methods, devices and / or computer program products according to various embodiments. It should be understood that one or more blocks of the block diagrams and flow charts and combinations of blocks in the block diagrams and flow charts may be implemented by computer executable program instructions, respectively. Likewise, according to some embodiments, some blocks of the block diagrams and flow charts may not necessarily need to be executed in the order presented, or may not necessarily need to be executed at all.

[0094] These computer executable program instructions can be loaded onto a special purpose computer or other specific machine, processor, or other programmable data processing device to produce a specific machine, so that the instructions executed on the computer, processor, or other programmable data processing device create a device for implementing one or more functions specified in one or more flowchart blocks. These computer program instructions can also be stored in a computer-readable storage medium or memory, which can guide the computer or other programmable data processing device to act in a specific manner when executed, so that the instructions stored in the computer-readable storage medium produce a product including an instruction device for implementing one or more functions specified in one or more flowchart blocks. As an example, some embodiments may provide a computer program product, which includes a computer-readable storage medium having a computer-readable program code or program instructions implemented therein, and the computer-readable program code is suitable for being executed to implement one or more functions specified in one or more flowchart blocks. Computer program instructions can also be loaded onto a computer or other programmable data processing device to cause a series of operating elements or steps to be performed on the computer or other programmable device to produce a computer-implemented process, so that the instructions executed on the computer or other programmable device provide elements or steps for implementing the functions specified in one or more flowchart blocks.

[0095] Therefore, the blocks of the block diagrams and flow charts support a combination of means for performing the specified functions, a combination of elements or steps for performing the specified functions, and a program instruction device for performing the specified functions. It will also be understood that each block of the block diagrams and flow charts and the combination of blocks in the block diagrams and flow charts can be implemented by a dedicated hardware-based computer system or a combination of dedicated hardware and computer instructions that performs the specified functions, elements or steps.

[0096] Embodiments of the systems, devices, apparatuses, and methods disclosed herein may include or utilize a special-purpose or general-purpose computer, which includes computer hardware, such as, for example, one or more processors and system memory as discussed herein. Computer executable instructions include, for example, instructions and data, which, when executed at a processor, cause a general-purpose computer, a special-purpose computer, or a special-purpose processing device to perform a specific function or group of functions. Embodiments of the apparatus, systems, and methods disclosed herein may communicate via a computer network. A "network" is defined as one or more data links that support the transmission of electronic data between a computer system and / or a module and / or other electronic devices.

[0097] Although the subject matter has been described in language specific to structural features and / or methodological acts, it should be understood that the subject matter defined in the appended claims may not necessarily be limited to the features or acts described above. Rather, the described features and acts are disclosed as exemplary forms of implementing the claims.

[0098] Although various embodiments of the present disclosure have been described above, it should be understood that various embodiments of the present disclosure are presented only by way of example and not by way of limitation. Those skilled in the relevant art will appreciate that various changes in form and detail may be made without departing from the spirit and scope of the present disclosure. Therefore, the breadth and scope of the present disclosure should not be limited by any of the above exemplary embodiments, but should only be limited according to the attached claims and their equivalents. The foregoing description has been presented for illustration and description purposes. The foregoing description is not intended to be exhaustive or to limit the present disclosure to the precise form disclosed. In view of the above teachings, many modifications and variations are possible. In addition, it should be noted that any or all of the aforementioned optional embodiments may be used in any desired combination to form additional hybrid embodiments of the present disclosure. For example, any of the functionality described with respect to a particular device or component may be performed by another device or component. Unless otherwise specifically stated or otherwise understood in context when used, conditional languages ​​such as, in particular, "can", "may", "can" or "may" are generally intended to express that certain embodiments may include certain features, elements and / or steps, while other embodiments may not include certain features, elements and / or steps. Thus, such conditional language is generally not intended to imply that each feature, element, and / or step is in any way required for one or more embodiments.

[0099] According to one embodiment, the one or more processors are further configured to: determine that a user has depressed an accelerator pedal of the vehicle; and reverse the direction of the motor of the vehicle to initiate acceleration of the vehicle.

[0100] According to one embodiment, the regenerative charging of the battery is initiated independent of a user engaging a brake pedal of the vehicle.

[0101] According to one embodiment, the one or more processors are further configured to display on an HMI (Human Machine Interface) of the vehicle how much energy is generated.

[0102] According to one embodiment, the one or more processors are further configured to determine that an accelerator pedal of the vehicle is not engaged prior to switching the direction of the motor.

[0103] According to one embodiment, the one or more processors are further configured to: record an actual route of the vehicle; record corresponding charging data on the actual route; and upload the actual route and the corresponding charging data to a remote server.

Claims

1. A vehicle, include: One or more processors coupled to one or more memories storing computer-readable instructions that, when executed by the one or more processors, cause the one or more processors to: determining a destination selected by a user of the vehicle; determining one or more candidate routes based on the destination; determining a mark point for each of the one or more candidate routes; selecting a regenerative charging route from the one or more candidate routes based on the elevation point; using GPS (Global Positioning System) and IMU (Inertial Measurement Unit) information to determine that the vehicle is traveling on the regenerative charging route; determining that the vehicle has reached an elevation point on the regenerative charging route; Determine that the next route elevation path is above a threshold; as well as The direction of the vehicle's motor is reversed to initiate regenerative charging of the vehicle's battery.

2. The vehicle of claim 1, wherein the one or more processors are further configured to: One or more stopping points are determined based on the regenerative charging route.

3. The vehicle of claim 1 , wherein the one or more processors are further configured to: determining that the user has stepped on an accelerator pedal of the vehicle; and The direction of the motor of the vehicle is reversed to initiate acceleration of the vehicle.

4. The vehicle of claim 1, wherein the one or more processors are further configured to display how much energy is generated on an HMI (human machine interface) of the vehicle. 5 . The vehicle of claim 1 , wherein the one or more processors are further configured to determine that an accelerator pedal of the vehicle is not engaged prior to switching the direction of the motor.

6. The vehicle of claim 1 wherein the regenerative charging of the battery is initiated independent of the user engaging a brake pedal of the vehicle.

7. The vehicle of claim 1, wherein the one or more processors are further configured to upload the regenerative charging route to a remote server.

8. A method wherein include: determining, by one or more processors of a vehicle, a destination selected by a user of the vehicle; determining, by the one or more processors of the vehicle, one or more candidate routes based on the destination; determining, by the one or more processors of the vehicle, a elevation point for each of the one or more candidate routes; selecting, by the one or more processors of the vehicle, a regenerative charging route from the one or more candidate routes based on the elevation point; determining, by the one or more processors of the vehicle, that the vehicle is traveling on the regenerative charging route using GPS (Global Positioning System) and IMU (Inertial Measurement Unit) information; determining, by the one or more processors of the vehicle, that the vehicle has reached a mark on the regenerative charging route; determining, by the one or more processors of the vehicle, that a next route elevation path is above a threshold; as well as Instructions are provided by the one or more processors of the vehicle for reversing the direction of a motor of the vehicle to initiate regenerative charging of a battery of the vehicle.

9. The method of claim 8, further comprising: include: One or more stopping points are determined, by the one or more processors of the vehicle, based on the regenerative charging route.

10. The method of claim 8, further comprising: include: determining, by the one or more processors of the vehicle, that the user has depressed an accelerator pedal of the vehicle; as well as Instructions are provided by the one or more processors of the vehicle to switch the direction of the motor of the vehicle to initiate acceleration of the vehicle.

11. The method of claim 8, further comprising displaying, by the one or more processors of the vehicle, on an HMI (human machine interface) of the vehicle, how much energy was generated. 12 . The method of claim 8 , further comprising determining, by the one or more processors of the vehicle, that an accelerator pedal of the vehicle is not engaged prior to switching the direction of the motor.

13. The method of claim 8, wherein the regenerative charging of the battery is initiated independent of the user engaging a brake pedal of the vehicle.

14. The method of claim 8, further comprising calculating, by the one or more processors of the vehicle, a charge percentage of the vehicle over the regenerative charging route.

15. A vehicle, include: One or more processors coupled to one or more memories storing computer-readable instructions that, when executed by the one or more processors, cause the one or more processors to: using GPS (Global Positioning System) and IMU (Inertial Measurement Unit) information to determine when the vehicle has reached a mark; Determining a next travel route for the vehicle using a path estimation algorithm; Determine that the next route elevation path is above a threshold; as well as The direction of the vehicle's motor is reversed to initiate regenerative charging of the vehicle's battery.

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