System and method for indicating an implementation delay of an energy-consuming action in a powered vehicle system

Abstract

A method for operating a vehicle via a control system comprising: Indicating, by means of a delay indicator, a delay in the implementation of an energy-consuming action in a powered vehicle system to a vehicle user in response to receiving an implementation request from an input device based on vehicle energy consumption.

Description

[0001] The present disclosure relates to a method for indicating a delay in the implementation of an energy-consuming action in a vehicle.

[0002] The prior art for this invention is US 2004 / 0 232 769 A1 and US 2012 / 0 191 279 A1.

[0003] Vehicles may include a large number of power-driven systems that receive energy from a battery or other energy storage devices. Furthermore, some vehicles may utilize fuel-saving technologies, such as deceleration fuel shut-off (DFSO), start-stop operation, etc., as well as energy-saving technologies for energy storage devices. For example, hybrid electric vehicles may utilize both fuel-saving and energy-saving technologies.

[0004] Due to the fuel- and energy-saving techniques mentioned above, the vehicle may have a threshold energy consumption that can fluctuate depending on the vehicle's operating conditions. Therefore, in some cases, the number of actions that can be performed in parallel by the vehicle's power systems may be limited. Furthermore, during certain periods of vehicle operation, it may be desirable to disable certain actions performed by the vehicle's power systems due to their energy consumption, such as when the internal combustion engine is temporarily shut down during start-stop operation.

[0005] The inability to perform certain actions in parallel, or the temporary blocking of certain actions, may result in delayed execution of certain actions. However, vehicle users may expect a quick response (e.g., essentially instantaneous) after requesting an action. Delayed execution of these actions may thus irritate a vehicle user, leading to repeated input of the action requests. Finally, the vehicle user may become dissatisfied if they are unsure why actions are delayed.

[0006] Furthermore, the inability to perform certain actions in parallel may lead to the prioritization of certain actions. As a result, the delay corresponding to the various actions may be altered. This may be perceived by the vehicle user as inconsistent behavior. Consequently, further changes in delay times may irritate vehicle users, leading to further customer dissatisfaction.

[0007] To solve at least some of the above-mentioned problems, a method for operating a vehicle by a control system is provided. The method includes indicating to a vehicle user, based on vehicle energy consumption, a delay in the implementation of an energy-consuming action in a powered vehicle system using a delay indicator in response to receiving an implementation request from an input device.

[0008] By notifying the user of the delay in this way, the user can understand why certain actions may be delayed and can continue to expect such actions. This can reduce the likelihood of user irritation. The delay indicator, in one example, may be positioned within a vehicle interior and integrated with the input device and may provide visual cues as to the duration of the delay. In this way, an easily recognizable and intuitive indication is provided to a vehicle user, reducing concerns about whether an instruction has been received and providing confirmation that the instructions will be acted upon in a predictable manner. In other words, the indication or notification to the user may indicate not only the delay but also that the input was correctly received and processed.This may reduce the likelihood of repeated activation of the input device due to user irritation. As a result, the vehicle user may be less distracted and more satisfied with the vehicle's performance.

[0009] In one example, the delay may be displayed if vehicle energy consumption is expected to exceed a threshold after the energy-consuming action is implemented. This allows an energy-saving strategy to be utilized in the vehicle while communicating the delays associated with that strategy to the vehicle user. Therefore, the displays and / or notifications may be responsive to the energy consumption currently occurring in the vehicle, allowing the displays and notifications to be suppressed if no delay is expected.

[0010] The above advantages and other advantages and features of the present description will be readily apparent from the following detailed description when taken alone or in conjunction with the accompanying drawings.

[0011] It should be understood that the above summary is provided to introduce, in simplified form, a selection of concepts that are further described in the detailed description. It is not intended to identify essential or key features of the claimed subject matter, the scope of which is defined solely by the claims following the detailed description. Furthermore, the claimed subject matter is not limited to implementations that obviate any of the disadvantages mentioned above or in any part of this disclosure. In addition, the above problems have been recognized by the inventors herein and are not acknowledged to be known. Fig. 1 shows a schematic representation of a vehicle; Fig. Figure 2 shows a schematic representation of an internal combustion engine used in the Fig. 1 vehicle shown is included; Fig. 3A - 3D show sequential illustrations of an exemplary input device having an integrated delay indicator indicating a delay duration, the input device being in the Fig. 1 may be included in the vehicle shown; Fig. 4A - 4D show sequential illustrations of another exemplary input device having an integrated delay indicator indicating a delay duration, the input device being in the Fig. 1 may be included in the vehicle shown; Fig. 5 - 6 show additional exemplary input devices and delay indicators; Fig. 7 shows an exemplary vehicle; and Fig. 8 and Fig. 9 show methods for operating a vehicle by a control system. This describes a method for reporting and notifying a vehicle user of a delayed response to a requested energy-consuming action in a power-driven vehicle system, including optionally additionally notifying the driver by means of a separate display that the requested action has been received and processed. The report may be provided by a delay indicator by adjusting the appearance of the indicator. In addition, the delay indicator may provide various displays that inform the vehicle user of the duration of the delay. In this way, feedback is provided to the vehicle user after requesting a energy-consuming action, thereby reducing user irritation regarding vehicle operation. As a result, user satisfaction may be increased. In some examples, the deceleration indicator may be integrated into an input device used to request the energy-consuming action. In this way, the user may intuitively associate the deceleration indicator with the requested action, further reducing irritation. Fig. 1 shows a schematic representation of a vehicle, and Fig. Figure 2 shows a schematic representation of an internal combustion engine contained in the vehicle. Fig. 3A-3D and 4A-4D show sequential illustrations of example input devices having integrated delay indicators that indicate a delay duration. Fig. 5 - 6 show additional exemplary input devices and delay indicators and Fig. 7 shows a vehicle example that may be equipped with the Fig. 5 - 6 shown input devices. Fig. 8 and Fig. 9 show methods for operating a vehicle by a control system.

[0012] Fig. 1 illustrates an example vehicle 100. The vehicle 100 includes a fuel-burning engine 110 and an engine 120. As a non-limiting example, the engine 110 includes an internal combustion engine, and the engine 120 includes an electric motor. The engine 120 may be configured to use or consume a different energy source than the engine 110. For example, the engine 110 may consume a liquid fuel (e.g., gasoline, alcohol (e.g., methanol, ethanol), diesel, biodiesel, etc.) to produce engine output, while the engine 120 may consume electrical energy to produce motor output. Therefore, the vehicle 100 may be referred to as a hybrid electric vehicle (HEV).

[0013] The vehicle 100 may utilize a variety of different operating modes depending on the operating conditions encountered by the vehicle propulsion system. Some of these operating modes may allow the internal combustion engine 110 to be maintained in an off state (i.e., placed in a deactivated state), in which the combustion of fuel in the internal combustion engine is suspended. For example, under selected operating conditions, the electric motor 120 may propel the vehicle via the drive wheel 130, as shown by arrow 122, while the internal combustion engine 110 is deactivated. Thus, the electric motor 120 may provide drive power to the drive wheel 130.

[0014] Under other operating conditions, the internal combustion engine 110 may be placed in a deactivated state (as described above) while the electric motor 120 is operated to charge the energy storage device 150. For example, the electric motor 120 may receive wheel torque from the drive wheel 130, as shown by arrow 122, and the electric motor may convert the vehicle's kinetic energy into electrical energy for storage in the energy storage device 150, as shown by arrow 124. This operation may be referred to as regenerative braking of the vehicle. Thus, in some examples, the electric motor 120 may provide a generator function.However, in other examples, the generator 160 may instead receive wheel torque from the drive wheel 130, where the generator may convert the vehicle's kinetic energy into electrical energy for storage in the energy storage device 150, as shown by arrow 162.

[0015] Under still other operating conditions, the internal combustion engine 110 may be operated by combusting fuel it receives from the fuel system 140, as shown by arrow 142. For example, the internal combustion engine 110 may be operated to propel the vehicle via the drive wheel 130, as shown by arrow 112, while the electric motor 120 is deactivated. Under other operating conditions, both the internal combustion engine 110 and the electric motor 120 may be operated to propel the vehicle via the drive wheel 130, as shown by arrows 112 and 122, respectively. An arrangement in which both the internal combustion engine and the electric motor may selectively propel the vehicle may be referred to as a parallel hybrid propulsion system.It should be noted that in some examples, the electric motor 120 may drive the vehicle via a first set of drive wheels and the internal combustion engine 110 may drive the vehicle via a second set of drive wheels.

[0016] In other examples, the vehicle 100 may be configured as a series hybrid propulsion system, where the internal combustion engine does not directly drive the drive wheels. Instead, the internal combustion engine 110 may be operated to power the electric motor 120, which in turn may propel the vehicle via the drive wheel 130, as shown by arrow 122. For example, under selected operating conditions, the internal combustion engine 110 may drive the generator 160, which in turn may supply electrical energy to the electric motor 120, as shown by arrow 114, or to the energy storage device 150, as shown by arrow 162, or to both.As another example, the internal combustion engine 110 may be operated to drive the electric motor 120, which in turn may provide a generator function to convert the engine output power into electrical energy, wherein the electrical energy may be stored in the energy storage device 150 for later use by the electric motor.

[0017] The fuel system 140 may include one or more fuel storage tanks 144 for storing fuel on-board. For example, the fuel tank 144 may store one or more liquid fuels, including, but not limited to, gasoline, diesel, or alcohol fuels. In some examples, the fuel may be stored on-board as a mixture of two or more different fuels. For example, the fuel tank 144 may be configured to store a mixture of gasoline and ethanol (e.g., E10, E85, etc.) or a mixture of gasoline and methanol (e.g., M10, M85, etc.), which fuels or fuel mixtures may be delivered to the internal combustion engine 110, as shown by arrow 142.Other suitable fuels or fuel mixtures may be supplied to the internal combustion engine 110, where they may be combusted within the internal combustion engine to produce engine output. The engine output may be used to propel the vehicle, as shown by arrow 112, or to recharge the energy storage device 150 via the electric motor 120 or the generator 160.

[0018] In some examples, energy storage device 150 may be configured to store electrical energy that may be supplied to other vehicle-mounted electrical loads (other than the electric motor), including interior heating and air conditioning, engine starting, headlights, interior audio and video systems, etc. Therefore, energy storage device 150 may supply energy to the vehicle's power systems 196, which are discussed in more detail herein. As a non-limiting example, energy storage device 150 may include one or more batteries and / or capacitors.

[0019] The control system 190 may communicate with the internal combustion engine 110, the electric motor 120, the fuel system 140, the energy storage device 150, and / or the generator 160. The control system 190 may receive sensory feedback information from the internal combustion engine 110, the electric motor 120, the fuel system 140, the energy storage device 150, and / or the generator 160. Furthermore, the control system 190 may send control signals to the internal combustion engine 110, the electric motor 120, the fuel system 140, the energy storage device 150, and / or the generator 160 that are responsive to this sensory feedback. The control system 190 may receive an indication of a user-requested output of the vehicle propulsion system from a vehicle user 102.For example, control system 190 may receive sensory feedback from pedal position sensor 194, which communicates with pedal 192. Pedal 192 may schematically correspond to a brake pedal or an accelerator pedal.

[0020] The energy storage device 150 may periodically receive electrical energy from a power source 180 located external to the vehicle (e.g., not part of the vehicle), as shown by arrow 184. As a non-limiting example, the vehicle 100 may be configured as a plug-in hybrid electric vehicle (HEV), where electrical energy may be supplied to the energy storage device 150 from the power source 180 via an electrical power transmission cable 182. During a recharging operation of the energy storage device 150 from the power source 180, the electrical transmission cable may interconnect the energy storage device 150 and the power source 180. While the vehicle propulsion system is operating to propel the vehicle, the electrical transmission cable 182 may be disconnected from the power source 180 and the energy storage device 150.The control system 190 may determine the amount of electrical energy stored in the energy storage device, which may be referred to as the state of charge (SOC).

[0021] In other examples, the electrical transmission cable 182 may be omitted if electrical energy can be received wirelessly in the energy storage device 150 from the energy source 180. For example, the energy storage device 150 may receive electrical energy from the energy source 180 using electromagnetic induction, radio waves, and / or electromagnetic resonance. Therefore, it is understood that any suitable approach for recharging the energy storage device 150 from an energy source that is not part of the vehicle may be used. In this way, the electric motor 120 may propel the vehicle using a different energy source than the fuel used by the internal combustion engine 110.

[0022] The fuel system 140 may periodically receive fuel from a fuel source external to the vehicle. As a non-limiting example, the vehicle 100 may be refueled by receiving fuel via a fuel dispenser 170, as shown by arrow 172. In some examples, the fuel tank 144 may be configured to store the fuel received from the fuel dispenser 170 until it is delivered to the internal combustion engine 110 for combustion. In some examples, the control system 190 may receive an indication of the level of fuel stored in the fuel tank 144 via a fuel level sensor.

[0023] As described herein, the internal combustion engine 110 may be periodically placed in a deactivated state in which the internal combustion engine's fuel consumption is significantly reduced or suspended. This deactivation (e.g., temporary deactivation) and subsequent startup may be referred to as start-stop operation. Start-stop operation may reduce fuel consumption in the vehicle. Further, the internal combustion engine 110 may be set to inhibit fuel delivery to a cylinder for desired periods of time. Inhibiting fuel delivery in this manner may be referred to as fuel fuel shut-off (DFSO). DFSO may, in some examples, be initiated based on the power output of the internal combustion engine.

[0024] The vehicle 100 further includes the power vehicle systems 196. The power vehicle systems 196 may include one or more of the following systems: a power liftgate system, a power window regulator, a power door system (e.g., a power sliding door), a power sunroof system, power steering, or an entertainment system (e.g., a stereo). Each of the aforementioned power vehicle systems 196 is configured to implement a power-consuming action. For example, the power liftgate may be configured to open (e.g., raise) and / or close a rear tailgate or liftgate, or the power window regulator may be configured to open and close a window within the vehicle.It is understood that the power window regulator may open or close a window based on a one-touch open / close input. Additionally, the power door system may be configured to open or close a door (e.g., a sliding door), and the power sunroof system may be configured to open or close a sunroof. The power steering system may be configured to augment the power delivered to turn the wheels for steering, for example, via hydraulics, an electric motor, etc.

[0025] Additionally, the control system 190 may be configured to manage energy consumption in the vehicle. Specifically, the control system 190 may be configured to prioritize energy-consuming actions performed by the vehicle's power systems 196. Therefore, in some examples, the implementation of energy-consuming actions may be delayed based on the vehicle's energy consumption. Methods for managing energy consumption in the vehicle, as well as indicating a delay in the implementation of energy-consuming actions, are described in the Fig. 8 - 9 and discussed in more detail here.

[0026] A delay indicator 198 may be provided in the vehicle 100. The delay indicator 198 may be included in the control system 190. The delay indicator 198 is configured to indicate a delay in the implementation of a requested energy-consuming action in one of the powered vehicle systems 196. The delay indicator 198 may include a visual cue 187, an audio cue 188, and / or a tactile cue 189. The visual cue 187 may be configured to provide a visual delay cue proportional to the delay when it is determined that a requested energy-consuming action will be delayed. In this way, the delay (e.g., the duration of the delay) may be visually indicated. The audio cue 188 (e.g.,Speaker) may be configured to provide an audible delay indication when it is determined that a requested energy-consuming action is delayed. The tactile cue device 189 may be configured to provide a tactile delay indication (e.g., vibrations, pulses, etc.) when it is determined that a requested energy-consuming action is delayed.

[0027] An input device 199 may also be provided in the vehicle 100. The input device 199 may be included in the control system 190. The input device 199 is configured to request the implementation of an energy-consuming action in one of the vehicle's power systems 196 in response to the vehicle user actuating the device. The input device may be a button, a switch, a touch interface, a touch screen, a rotary knob, etc. The deceleration indicator 198 and the input device 199 may communicate electronically (e.g., wired and / or wirelessly) with a controller 191 located in Fig. 2. The control 191, which is shown in Fig. 2, may be electronically connected to the energy storage device 150.

[0028] Fig. 2 illustrates a non-limiting example of a cylinder 200 of the internal combustion engine 110, including intake and exhaust system components interfaced with the cylinder. Note that the cylinder 200 may correspond to one of several internal combustion engine cylinders. The cylinder 200 is defined at least in part by the combustion chamber walls 232 and the piston 236. The piston 236 may be coupled to a crankshaft 240 via a crank arm, along with other pistons of the internal combustion engine. The crankshaft 240 may be operably coupled to the drive gear 130, the electric motor 120, or the generator 160 via a transmission.

[0029] Cylinder 200 may receive intake air via an intake tract 242. Intake tract 242 may also communicate with other cylinders of engine 110. Intake tract 242 may include a throttle 262, which may include a throttle valve 264, which may be adjusted by control system 190 to vary the flow of intake air provided to the engine cylinders. Cylinder 200 may communicate with intake tract 242 via one or more intake valves 252. Cylinder 200 may expel combustion products via an exhaust port 248. Cylinder 200 may fluidly communicate with exhaust port 248 via one or more exhaust valves 253.

[0030] In some examples, cylinder 200 may optionally include a spark plug 292, which may be actuated by an ignition system 288. A fuel injector 266 may be provided within the cylinder to deliver fuel directly thereto. Additionally or alternatively, a fuel injector may be disposed within the intake tract 242 above the intake valve 252 and provide what is known as port injection. The fuel injector 266 may be actuated by a driver stage 268.

[0031] In this example, intake valve 252 and exhaust valve 254 may be controlled by cam actuation via respective cam actuation systems 251 and 253. Cam actuation systems 251 and 253 may each include one or more cams and may utilize one or more of the following systems: cam profile switching (CPS), variable cam timing (VCT), variable valve timing (VVT), and / or variable valve lift (VVL), which may be operated by controller 12 to vary valve operation. The position of intake valve 52 and exhaust valve 54 may be determined by position sensors 255 and 257, respectively. In alternative examples, intake valve 252 and / or exhaust valve 254 may be controlled by electrical valve actuation.For example, cylinder 30 may alternatively include an intake valve controlled by electric valve actuation and an exhaust valve controlled by cam actuation, including CPS and / or VCT systems.

[0032] The control 191 is in Fig. 1 as a microcomputer including the microprocessor unit 202, the input / output ports 204, an electronic storage medium for executable programs and calibration values, shown in this particular example as read-only memory 206, the random access memory (RAM) 208, the keep-alive memory 210, and a data bus. The controller 191 may receive various signals from sensors connected to the internal combustion engine 110. The microprocessor unit 202 may communicate with various sensors and actuators of the internal combustion engine 110 via an input / output device 204. In other examples, the microprocessor unit 202 may generally be a processor. The controller 191 may be included in the control system 190 shown in Fig. 1. Additionally, it should be understood that memory 206 may include instructions executable by processor 202 to carry out the methods, control schemes, etc. described herein.

[0033] As a non-limiting example, these sensors may provide sensory feedback in the form of operating condition information to controller 191 and may include: an indication of mass air flow (MAF) through intake tract 242 via sensor 230, an indication of manifold air pressure (MAP) via sensor 222, an indication of throttle position (TP) via throttle 262, an indication of engine coolant temperature (ECT) via sensor 212, which may communicate with coolant passage 214, an indication of engine speed (PIP) via sensor 218, an indication of exhaust gas oxygen content (EGO) via exhaust gas composition sensor 226,an indication of the intake valve position by means of sensor 255 and an indication of the exhaust valve position by means of sensor 257, and others. The mentioned sensors may be included in the control system 190, which is shown in , Fig. 1 is shown.

[0034] Furthermore, the controller 191 may control the operation of the internal combustion engine 110, including the cylinder 200, by means of one or more of the following actuators: the driver stage 268 for varying fuel injection timing and quantity, the ignition system 288 for varying the spark timing, the intake valve actuator system 251 for varying the intake valve timing, the exhaust valve actuator 253 for varying the exhaust valve timing, and the throttle 262 for varying the position of the throttle plate 264, among others. It should be noted that the intake and exhaust valve actuator systems 251 and 253 may include electromagnetic valve actuation (EVA) and / or cam follower-based actuators. The driver stage, the ignition system, the valve actuators, and the throttle may be included in the control system 190, which is described in Fig. 1. The controller 191 may also control the operation of the delay indicator 198, which is shown in Fig. 1, and receives control signals from the input device 199 shown in Fig. 1 is shown.

[0035] Additionally, the exhaust system may include an exhaust gas purification device 270. The exhaust gas purification device 270 is shown arranged along the exhaust passage 248, downstream of the exhaust gas sensor 226.

[0036] Device 70 may be a three-way catalyst (TWC), a nitrogen oxide trap, various other emission control devices, or combinations thereof. In some examples, emission control device 270 may be a first of a plurality of emission control devices positioned in the exhaust system.

[0037] The Fig. 3A-3D and 4A-4D each illustrate the sequential operation of exemplary delay indicators integrated into input devices. The delay indicators include optical indicators in the Fig. 3A - 3D and 4A - 4D. Thus, the deceleration indicators provide visual deceleration cues regarding a delayed energy-consuming action implemented in a power-driven vehicle system.

[0038] In particular, the Fig. 3A - 3D which in Fig. 1 as a button 300. The deceleration indicator 198 is integrated into the button 300. It is understood that the button 300 may be actuated by a user to request the implementation of an energy-consuming action in a powered vehicle system. Specifically, in one example, the stem 306 of the button 300 is depressed or otherwise actuated to request the implementation of an energy-consuming action in an associated powered vehicle system. The deceleration indicator 198 includes a visual indicator 302 having a plurality of illuminated portions 304. It is understood that the illuminated portions may be illuminated by a suitable light source, such as a light-emitting diode (LED), an incandescent lamp, a fluorescent lamp, a display (e.g., a touch-sensitive display), etc.The appearance of the illuminated portions 304 may be adjusted after the button 300 has been pressed to request the implementation of a power-consuming action, and it is determined that the requested power-consuming action will be delayed. Thus, a delay in the action implementation is determined and is entered into the . Fig. 3A - 3D. Time runs from Fig. 3A to Fig. 3B, from Fig. 3B to Fig. 3C and from Fig. 3C to 3D. Therefore, the appearance of the optical indicator 302 is adjusted to indicate a change in the delay duration in each of the figures. Thus, the delay duration decreases as time progresses. The change in appearance is shown by the omission of the cross-hatching in the illuminated portions. This may indicate the reduction in brightness of the illuminated portions (e.g., turning off the illumination of the illuminated portions), changing the color of the illuminated portion, etc. In the Fig. In the example shown in Figures 3A-3D, the illuminated portions 304 are spaced apart from each other. Furthermore, the illuminated portions surround the stem 306 of the knob 300. However, other input device and delay indicator configurations have been contemplated. However, it should be understood that in some examples, the delay duration may increase over time.

[0039] The Fig. 4A - 4D show the Fig. 1 as a switch 400. The delay indicator 198 is integrated into the button 400. The delay indicator 198 includes an optical indicator 402 having a plurality of illuminated portions 404. A delay is determined and input into the Fig. 4A - 4D. Time runs from Fig. 4A to Fig. 4B, from Fig. 4B to Fig. 4C and from Fig. 4C to 4D. Therefore, the appearance of the visual indicator 402 is adjusted to indicate a change in the delay duration. The change in the cross-hatch indicates a change in appearance and, specifically, may indicate a reduction in the illuminated area corresponding to a reduction in the delay duration.

[0040] Fig. 5 shows an example of the deceleration indicator 198 included in a steering wheel 500. It should be understood that the steering wheel may be positioned in an interior of the vehicle 100.

[0041] As shown, the delay indicator 198 includes an illuminated portion 502. The illuminated portion 502 may be included in a visual indicator. As previously discussed, the appearance of the illuminated portion 502 may be adjusted in response to determining a delay of a power-consuming action requested by actuation of the input device 199, which may be Fig. 1. The delay indicator 198, which is shown in Fig. 5 may correspond to a power-assisted steering action in a power-assisted steering system of the vehicle. Therefore, the input device in Fig. 5 possibly the steering wheel 500. In this way, the deceleration indicator is integrated into the input device.

[0042] The steering wheel may also include the tactile cue device 189 in some examples. Furthermore, in some examples, a first delay indicator may be provided to notify a vehicle user that an input requesting an energy-consuming action has been received and is being processed, and a second delay indicator may be provided to indicate a delay duration. The first delay indicator may be separate from the second delay indicator. However, in other examples, the first and second delay indicators may be integrated into a single component. It is understood that the first and second delay indicators may be included in the vehicle 100, which may be Fig. 1 is shown.

[0043] Fig. 6 shows multiple input devices and delay indicators included in a control unit 650. A first input device 600 may be configured to request an open / close action of a power liftgate system. As shown, various degrees of liftgate opening may be requested. A first delay indicator 602 is associated with the first input device 600. The first delay indicator 602, in the illustrated example, at least partially surrounds the first input device 600. A second input device 610 may be configured to request an open / close action of a power door system. A second delay indicator 612 is integrated with the second input device 610. A third input device 620 is shown. A third delay indicator 622 is integrated with the third input device 620.The third input device 620 may be configured to request an open / close action of a power sunroof system.

[0044] As previously discussed, the appearance of the delay indicators may be adjusted in response to determining the delay in implementation of an energy-consuming action in a powered vehicle system. Thereafter, the appearance of the delay indicators may continue to be adjusted periodically to indicate a decrease (or, in some examples, an increase) in the delay duration. In this way, a vehicle user may be alerted to the delay, and in particular, to the delay duration, thereby reducing the likelihood of user irritation and, in some cases, repeated actuation of the input device by the vehicle user. As a result, customer satisfaction increases.

[0045] In addition, the control unit 650 may be included in an interior of the vehicle 100, which in Fig. 1, or it may be a remote control unit 650 used for wireless communication with the control system 190 shown in Fig. 1 is configured.

[0046] Fig. 7 shows an exemplary vehicle 700. The vehicle 700 is an example of vehicle 100 that is shown in Fig. 1. The vehicle 700 includes a door 702 that may be opened / closed by one of the vehicle power systems 196 (e.g., a power door system) shown in Fig. 1. The vehicle 700 further includes a tailgate 704, which may be opened / closed by one of the vehicle power systems 196 (e.g., a power tailgate system) shown in Fig. 1. It is understood that the opening / closing of the door 702 by the power-operated door system may be requested by means of the second input device 610 shown in Fig. 6. Likewise, the opening / closing of the tailgate 704 by the power tailgate system may be requested by means of the first input device 600 shown in Fig. 6 is shown.

[0047] Fig. 8 shows a method 800 for operating a vehicle by means of a control system. The method 800 may be implemented by the vehicle, the control system, the internal combustion engine, the components, etc., described above with respect to the Fig. 1 - 7, or it may be implemented by another suitable vehicle, control system, another suitable internal combustion engine and other suitable components.

[0048] At 802, the method includes receiving a signal from an input device requesting implementation of an energy-consuming action in a powered vehicle system. Next, at 804, the method includes determining whether implementation of the energy-consuming action will be delayed. The delay determination may be based on vehicle energy consumption and / or the operating mode of the vehicle (e.g., DFSO, start-stop operation). The vehicle energy consumption may be the input and / or output of an energy storage device (e.g., a battery) and / or the fuel consumption of the internal combustion engine. In some examples, the energy output of the energy storage device provided to the powered vehicle systems may be 12 volts (V). It is understood that additional energy-consuming actions may be currently being performed in the vehicle.Therefore, vehicle energy consumption may be determined based on the additional energy-consuming actions. In one example, it may be determined whether the requested energy-consuming action is expected to increase energy consumption in the vehicle (e.g., discharge of the energy storage device) above a threshold. It is understood that the threshold may be adjusted depending on the vehicle's operating conditions, such as combustion engine operation, electric motor operation coupled with the energy storage device, operation of additional vehicle systems, etc.

[0049] If it is determined that implementation of the energy-consuming action will not be delayed (NO in 804), then the method includes implementing the energy-consuming action in the powered vehicle system in an expected period of time in 806. It is understood that the expected period of time may be less than a delayed period of time. In some examples, the energy-consuming action may be implemented immediately after the determination.

[0050] However, if it is determined that the energy-consuming action will be delayed (YES in 804), then the method includes determining a delay period for the energy-consuming action in 808. The delay period for the energy-consuming action may be calculated based on other energy-consuming actions currently being implemented in the vehicle, actions requested for implementation in the vehicle, the vehicle's operating mode, the vehicle's operating conditions, etc.

[0051] At 810, the method includes delaying implementation of the energy-consuming action for the duration determined at 808. At 812, the method includes indicating an implementation delay of the energy-consuming action in the powered vehicle system to the vehicle user via a delay indicator. As previously discussed, the delay may be indicated via a change in the appearance of the delay indicator, which, in one example, may be located within an interior of the vehicle. In some examples, after step 812 and before step 814, the method may include implementing a second energy-consuming action in a second powered vehicle system, wherein the first and second energy-consuming actions are implemented in non-overlapping time periods.Furthermore, in some examples, indicating a delay in implementation of the energy-consuming action in the powered vehicle system to the vehicle user via a delay indicator includes providing a visual delay indicator, proportional to the delay, to a vehicle user via a visual indicator included in the delay indicator. Additionally, the delay indicator is responsive to a propulsion mode and an electrical energy storage level in the vehicle.

[0052] In 814, it is determined whether the delay has ended. If the delay has not ended (NO in 814), the method may include, in 816, updating the delay indicator. The delay indicator may be updated based on the delay duration and the period of time that has elapsed. Therefore, the appearance of the delay indicator may continue to be set to be responsive to a decrease in the delay duration, as previously described with respect to the Fig. 3A - 3D and the Fig. 4A-4D. However, if it is determined that the deceleration has ended (YES at 814), then the method includes implementing the energy-consuming action in the powered vehicle system after the end of the deceleration at 818.

[0053] Fig. 9 shows another method 900 for operating a vehicle by means of a control system. The method 900 may be implemented by the vehicle, the control system, the internal combustion engine, the components, etc., described above with respect to the Fig. 1 - 7, or it may be implemented by another suitable vehicle, control system, another suitable internal combustion engine and other suitable components.

[0054] At 902, the method includes receiving activation of a control to request an energy-consuming action. The control may be an input device, and the vehicle user may activate the control. Next, at 904, the method includes determining whether the requested energy-consuming action triggers setting the vehicle operating mode (e.g., fuel usage (e.g., DFSO, start-stop operation)). If it is determined that the requested energy-consuming action does not trigger setting the vehicle operating mode (NO at 904), the method includes executing the requested energy-consuming action at 906.

[0055] However, if the requested energy-consuming action triggers setting the vehicle operating mode (YES in 904), the method includes determining in 908 whether a delay in executing the energy-consuming action will exceed a predetermined threshold. The delay may be determined based on an expected duration required to modify the vehicle operating mode, vehicle energy consumption, and / or engine fuel consumption. The predetermined threshold may correspond to a period of time that may be noticeable to the vehicle user. However, other thresholds have been considered. If it is determined that the delay does not exceed the predetermined threshold (NO in 908), the method continues to 906.However, if it is determined that the delay exceeds the predetermined threshold (YES in 908), the method includes displaying a confirmation of the control activation in 910. In some examples, displaying the confirmation may include changing the appearance of a delay indicator.

[0056] At 912, the method includes displaying the delay duration. Next, at 913, the method includes modifying the vehicle operating mode. For example, the engine may be commanded to restart combustion if combustion operation has been temporarily disabled in a start-stop mode. In another example, fuel injection may be commanded after fuel injection has been temporarily disabled in a DFSO mode. Specifically, the vehicle operating mode may be changed to allow the energy demand of the energy-consuming action to be met. For example, the engine may be started after being temporarily disabled during a start-stop mode, and / or fuel may be provided to the engine after fueling to the engine was temporarily disabled during a DFSO mode.

[0057] Next, at 914, the method may include indicating the progress of the deceleration. In one example, the decreasing deceleration duration may be indicated using a deceleration indicator. In another example, the indication of the progress of the deceleration may be adjusted based on vehicle feedback. At 916, the method may include indicating deceleration completion. Again, the appearance of a deceleration indicator may change to indicate completion. At 918, the method may include performing the requested energy-consuming action in the powered vehicle system after deceleration completion. In this way, the vehicle operating mode may be adjusted based on a requested action, and a user may be alerted to a delay in the execution of the action, if necessary.

[0058] It should be noted that the exemplary control and evaluation routines included herein may be used with various internal combustion engine and / or vehicle system configurations. The specific routines described herein may represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, and the like. Therefore, various illustrated acts, operations, or functions may be performed in the illustrated order, in parallel, or omitted in some cases. Likewise, the processing order is not necessarily required to achieve the features and advantages of the embodiments described herein, but is provided for ease of illustration and description.One or more of the illustrated actions or functions may be performed repeatedly, depending on the particular strategy used. Furthermore, the described actions may graphically represent code to be programmed into the computer-readable storage medium in the internal combustion engine control system.

[0059] It should be understood that the configurations and methods disclosed herein are exemplary in nature, and that these specific embodiments should not be considered in a limiting sense, as numerous variations are possible. For example, the above technology may be applied to six-cylinder V-engines (V-6), inline four-cylinder (I-4), inline six-cylinder (I-6), V-12, opposed four-cylinder (V-12), and other internal combustion engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or characteristics disclosed herein.

[0060] The following claims particularly point out certain combinations and sub-combinations that are considered novel and non-obvious. These claims may refer to "a" element or "a first" element, or synonyms thereof. Such claims should be understood to include inclusions of one or more such elements, but do not require or preclude two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or properties may be claimed by amending the present claims or by presenting new claims in this or a related application. Such claims, whether broader, narrower, or different in scope from the original claims, are also considered to be included within the subject matter of the present disclosure.

Claims

[1] A method of operating a vehicle via a control system comprising: Indicating, by means of a delay indicator, a delay in the implementation of an energy-consuming action in a powered vehicle system to a vehicle user in response to receiving an implementation request from an input device based on vehicle energy consumption. [2] The method of claim 1, wherein the vehicle energy consumption includes the fuel consumption of the internal combustion engine in the vehicle and the energy input or output of an energy storage device included in the vehicle. [3] The method of claim 2, wherein the delay is indicated when the energy-consuming action will increase vehicle energy consumption above a predetermined threshold. [4] The method of claim 1, further comprising implementing the energy consuming action in the powered vehicle system after the end of the deceleration. [5] The method of claim 1, wherein the power vehicle system is one of the following systems: a power liftgate system, a power window regulator, a power door system, a power sunroof system or convertible top system, a power power steering system. [6] The method of claim 1, wherein indicating a delay includes providing a visual delay indication proportional to the delay to a vehicle user by means of a visual indication device included in the delay indicator. [7] The method of claim 1, wherein indicating a delay includes providing an audible delay indication to a vehicle user via an audio cue device included in the delay indicator. [8] The method of claim 1, wherein indicating a deceleration includes providing a tactile deceleration cue to a vehicle user by means of a tactile cue device included in the deceleration indicator. [9] The method of claim 8, wherein the tactile cue device is positioned in a steering wheel of the vehicle and the tactile deceleration cue comprises a vibration. [10] The method of claim 1, wherein the input device is a touch interface positioned within a vehicle interior and included in the control system. [11] Vehicle comprising: an energy storage device; a power-driven vehicle system electrically connected to the energy storage device; an input device that receives inputs from a vehicle user and which controls an energy-consuming action of the power-driven vehicle system; and a controller electronically connected to the energy storage device and the input device, the controller comprising instructions stored in memory executable by a processor to implement: Receiving a request from the input device to perform the energy-consuming action in the powered vehicle system; Delaying the implementation of the energy-consuming action based on vehicle energy consumption; and Indication to a vehicle user of a delay in the implementation of the energy-consuming action by means of a delay indicator included in the vehicle. [12] The vehicle of claim 11, wherein the energy storage device is a battery. [13] The vehicle of claim 12, wherein the battery provides power to an electric motor that provides drive power to wheels during at least some vehicle operating conditions. [14] The vehicle of claim 11, wherein the vehicle includes an internal combustion engine and the delay is implemented on the basis that the internal combustion engine is temporarily turned off when the request to implement the energy-consuming action is received by the controller. [15] The vehicle of claim 11, wherein indicating a delay in implementing the energy-consuming action includes providing a visual indication to a vehicle user by means of a visual indication indicator, the visual indication indicator being integrated into the input device. [16] The vehicle of claim 11, wherein indicating a delay includes indicating a delay duration. [17] A vehicle according to claim 16, wherein the duration of a deceleration is indicated by illuminated portions included in the deceleration indicator. [18] A method for operating a vehicle by means of a control system comprising: Receiving a signal from an input device requesting implementation of an energy-consuming action in a powered vehicle system; Indicating to a vehicle user a delay in the implementation of the energy-consuming action in the vehicle's power system by means of a delay indicator; and Implementing the requested energy-consuming action in the powered vehicle system after the end of the deceleration. [19] The method of claim 18, wherein the deceleration indication is responsive to a propulsion mode and an electric energy storage level of the vehicle, the method further including implementing a second energy-consuming action in a second powered vehicle system prior to implementing the requested energy-consuming action, the first and second energy-consuming actions being implemented in non-overlapping time periods. [20] The method of claim 18, wherein indicating to a vehicle user a delay in implementing the energy-consuming action includes visually indicating a delay duration.

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