DYNAMIC FUEL SAVING MODE

Abstract

A method (400) for controlling the operation of a vehicle (100) in a fuel-saving mode, the vehicle (100) having a battery (104) and a generator (106), the method (400) comprising: Measuring a battery current of the battery (104) via one or more current sensors (140); and Controlling the operation of the battery (104) and the generator (106) in fuel-saving mode via commands provided by a processor using a dynamic voltage threshold set based on a comparison of the battery current with a base load current threshold, further comprising: Determining an initial value of a dynamically adjusted voltage threshold via the processor (172); and Increasing the dynamically adjusted voltage threshold via the processor (172) when the battery current exceeds the base load current threshold, where: the step of incrementing the dynamically adjusted voltage threshold includes: Incrementing the dynamically adjusted voltage threshold via the processor when the battery current exceeds the base load current threshold, provided that the dynamically adjusted voltage threshold has not exceeded a maximum voltage calibration threshold for the vehicle; and the method further comprising: Exiting fuel saving mode when the dynamically adjusted voltage threshold has exceeded the maximum voltage calibration threshold for the vehicle, further comprising: Reducing the dynamically adjusted voltage threshold via the processor (172) if the battery current is below the base load current threshold for a predetermined period of time, further comprising: Measuring a voltage of the battery (104) via one or more voltage sensors (142); wherein the step of controlling the operation of the battery (104) and the generator (106) in fuel saving mode comprises: Operating the battery via instructions from the processor (172) in a charge reduction mode with the generator off or with minimal current support when the voltage of the battery (104) is greater than or equal to the dynamically adjusted voltage threshold, wherein the step of controlling the operation of the battery (104) and the generator (106) in the fuel saving mode further comprises: Operating the battery in a charge-neutral mode via instructions from the processor (172) with the generator (106) switched on when the state of charge of the battery (104) is at the minimum permissible level.

Description

BACKGROUND

[0001] The technical field relates generally to vehicles and, more particularly, to methods and systems for controlling a vehicle in a dynamic fuel-saving mode.

[0002] Many vehicles today use a battery and a generator to provide electricity, for example, to start the vehicle engine and power the vehicle's lights and / or other functions. Existing technologies do not always offer optimal fuel savings in terms of battery and generator usage.

[0003] Accordingly, it may be desirable to provide improved methods and systems for utilizing a battery and a generator in a vehicle, for example, in a fuel-saving mode.

[0004] DE 10 2010 043 551 A1 provides a method for controlling a charging voltage of a 12 V auxiliary battery for a hybrid vehicle, which can improve the charging performance of an auxiliary battery by increasing the output voltage of a DC-DC converter during a cold start when the outside air temperature is low, can improve the charging performance of the auxiliary battery by increasing or decreasing the output power of the DC-DC converter according to the state of charge of the auxiliary battery and by increasing the output voltage of the DC-DC converter when many electrical loads are switched on, and enables the DC-DC converter to provide a continuous voltage supply for charging the auxiliary battery by switching on a main switch arranged between a high-voltage battery and the DC-DC converter based on a reverse power conversion operation of the DC-DC converter,even if the voltage of the auxiliary battery falls below 9 V. DESCRIPTION

[0005] The object of the invention is to optimize a fuel-saving mode. This object is achieved by the subject matter according to claim 1. Further developments can be found in the subclaims.

[0006] In an exemplary embodiment, a method is provided for controlling operation of a vehicle in a fuel-saving mode, the vehicle having a battery and a generator, the method comprising: (i) measuring a battery current of the battery via one or more current sensors; and (ii) controlling operation of the battery and the generator in the fuel-saving mode via commands provided by a processor using a dynamic voltage threshold set based on a comparison of the battery current to a base load current threshold.

[0007] In one embodiment, the method further comprises: (i) determining an initial value of a dynamically adjusted voltage threshold via the processor; and (ii) incrementing the dynamically adjusted voltage threshold via the processor when the battery current exceeds the base load current threshold.

[0008] Further, in one embodiment, (i) the step of incrementing the dynamically adjusted voltage threshold via the processor comprises incrementing the dynamically adjusted voltage threshold when the battery current exceeds the base load current threshold, provided that the dynamically adjusted voltage threshold has not exceeded a maximum voltage calibration threshold for the vehicle; and (ii) the method further comprises exiting the fuel economy mode when the dynamically adjusted voltage threshold has exceeded the maximum voltage calibration threshold for the vehicle.

[0009] Furthermore, in one embodiment, the method comprises decrementing the dynamically adjusted voltage threshold via the processor when the battery current is below the base load current threshold for a predetermined period of time.

[0010] Also in one embodiment: (i) the method further comprises measuring a voltage of the battery via one or more voltage sensors; and (ii) the step of controlling operation of the battery and the generator in the fuel economy mode comprises operating the battery in a charge drawdown mode with the generator off or providing minimum current support via commands provided by the processor when the voltage of the battery is greater than or equal to the dynamically set voltage threshold.

[0011] Also in one embodiment, the step of controlling operation of the battery and generator in the fuel saving mode further comprises operating the battery in a charge-neutral mode with the generator on via instructions from the processor when the state of charge of the battery is at the minimum acceptable level.

[0012] Also in one embodiment, (A) the vehicle includes an engine; (B) the method further comprises: (i) measuring, via a sensor array: (a) a temperature of the battery; (b) a state of charge of the battery; (c) a voltage across the battery; and (d) an electrical current load across the battery; and (ii) initiating, via the processor, the fuel economy mode when each of the following is met: (a) the temperature of the battery is greater than a first predetermined threshold; (b) the state of charge of the battery is greater than a second predetermined threshold; and (c) the measured voltage across the battery is higher than the voltage commanded at the generator; and (C) the electrical current load on the vehicle's battery is less than a third predetermined threshold.

[0013] In another exemplary embodiment, a system is provided for controlling operation of a vehicle in a fuel-saving mode, the vehicle having a battery and a generator, the system comprising: (i) one or more current sensors configured to measure a battery current of the battery; and (ii) a processor coupled to the one or more current sensors and configured to at least facilitate control of operation of the battery and the generator in the fuel-saving mode using a dynamic voltage threshold set based on a comparison of the battery current to a base load current threshold.

[0014] Likewise, in one embodiment, the processor is further configured to facilitate at least: (i) determining an initial value of a dynamically adjusted voltage threshold; and (ii) increasing the dynamically adjusted voltage threshold when the battery current exceeds the base load current threshold.

[0015] Likewise, in one embodiment, the processor is further configured to facilitate at least: (i) increasing the dynamically adjusted voltage threshold when the battery current exceeds the base load current threshold, provided that the dynamically adjusted voltage threshold has not exceeded a maximum voltage calibration threshold for the vehicle; and (ii) exiting the fuel-saving mode when the dynamically adjusted voltage threshold has exceeded the maximum voltage calibration threshold for the vehicle.

[0016] Additionally, in one embodiment, the processor is configured to at least facilitate reducing the dynamically adjusted voltage threshold when the battery current is below the base load current threshold for a predetermined period of time.

[0017] Also in one embodiment, one or more voltage sensors are configured to measure a voltage of the battery; and the processor is further configured to at least facilitate providing instructions for operating the battery in a charge draw mode with the generator off or with minimal current assist when the voltage of the battery is greater than or equal to the desired voltage setpoint commanded to the generator.

[0018] Also in one embodiment, the processor is configured to enable at least operation of the battery in a charge-neutral mode with the generator on when the voltage of the battery is below the initial (desired) voltage setpoint commanded to the generator.

[0019] In another exemplary embodiment, a vehicle is provided that includes a battery, a generator, and a control system for controlling vehicle operation in a fuel-saving mode, the control system comprising: (i) one or more current sensors configured to measure a battery current of the battery; and (ii) a processor coupled to the one or more current sensors and configured to at least facilitate control of operation of the battery and the generator in the fuel-saving mode using a dynamic voltage threshold set based on a comparison of the battery current to a base load current threshold.

[0020] Likewise, in one embodiment, the processor is further configured to facilitate at least: (i) determining an initial value of a dynamically adjusted voltage threshold; and (ii) increasing the dynamically adjusted voltage threshold when the battery current exceeds the base load current threshold.

[0021] Likewise, in one embodiment, the processor is further configured to facilitate at least: (i) increasing the dynamically adjusted voltage threshold when the battery current exceeds the base load current threshold, provided that the dynamically adjusted voltage threshold has not exceeded a maximum voltage calibration threshold for the vehicle; and (ii) exiting the fuel-saving mode when the dynamically adjusted voltage threshold has exceeded the maximum voltage calibration threshold for the vehicle.

[0022] Also in one embodiment, the processor is configured to facilitate at least the reduction of the dynamically adjusted voltage threshold when the battery current is below the base load current threshold for a predetermined period of time.

[0023] Also in one embodiment, (i) the control system further comprises one or more voltage sensors configured to measure a voltage of the battery; and (ii) the processor is further configured to facilitate at least providing instructions for operating the battery in a charge drawdown mode with the generator off or providing a minimum current assist when the voltage of the battery is greater than or equal to the initial (desired) voltage setpoint commanded to the generator.

[0024] Also in one embodiment, the processor is configured to enable at least operation of the battery in a charge-neutral mode with the generator on when the voltage of the battery is below the initial (desired) voltage setpoint commanded to the generator.

[0025] Also in one embodiment: (i) the vehicle includes an engine; (ii) the control system further includes one or more sensors configured to measure: (a) a temperature of the battery; (b) a state of charge of the battery; (c) a voltage across the battery; and (d) a load of the engine; and (iii) the processor is further configured to at least facilitate providing instructions to initiate the fuel economy mode when each of the following is met: (a) the temperature of the battery is greater than a first predetermined threshold; and (b) the state of charge of the battery is greater than a second predetermined threshold. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The present disclosure is described below in conjunction with the following drawing figures, wherein like numerals indicate like elements and wherein: Fig. 1 is a functional block diagram of a vehicle including a battery, a generator, and a control system configured to control operation of the vehicle in a fuel-saving mode via selective control of the battery and generator using a dynamic voltage threshold, according to example embodiments; Fig. Figure 2 is a flowchart showing the operation of the vehicle control system from Fig. 1 illustrated by means of exemplary embodiments; Fig. 3 is a block diagram illustrating exemplary data modules of the vehicle control system of Fig. 1 according to exemplary embodiments; and Fig. 4 is a flow chart of a method for controlling vehicle operation in fuel-saving mode by selectively controlling the battery and the generator via a dynamic voltage threshold, which in conjunction with the vehicle consists of Fig. 1, the control from Fig. 1 and Fig. 2 and the data modules from Fig. 3 can be realized according to exemplary embodiments. DETAILED DESCRIPTION

[0027] The following detailed description is merely exemplary and is not intended to limit the disclosure, application, or use thereof. Furthermore, there is no intention to be bound by any theory presented in the preceding background or the following detailed description.

[0028] Fig. 1 shows a vehicle 100, or automobile, according to an exemplary embodiment. The vehicle 100 may be any of a number of different vehicle types, such as a sedan, station wagon, truck, or sport utility vehicle (SUV), and may be equipped with two-wheel drive (2WD) (i.e., rear-wheel drive or front-wheel drive), four-wheel drive (4WD), or all-wheel drive (AWD). In addition, in certain embodiments, the vehicle 100 may comprise any of a number of other vehicle types.

[0029] As described in more detail below, the vehicle 100 includes a control system 102 for controlling operation of the vehicle 100 in a fuel-saving mode by selectively controlling a battery 104 and a generator 106 of the vehicle 100. Specifically, as discussed below, the control system 102 controls the battery 104 and the generator 106 in a fuel-saving mode for the vehicle 100 by monitoring electrical current expectations for the battery 104 and dynamically adjusting a voltage threshold based on changes in the electrical current of the battery 104, for example, as described below in connection with Fig. 4 described process 400 is described in more detail.

[0030] As in Fig. 1, the vehicle 100 includes, in addition to the control system 102 described above, the battery 104, and the generator 106, a chassis 112, a body 114, and four wheels 116. The body 114 is arranged on the chassis 112 and substantially encloses the other components of the vehicle 100. The body 114 and the chassis 112 may together form a frame. The wheels 116 are each rotatably coupled to the chassis 112 near a corner of the body 114. The vehicle 100 may, in various embodiments, be different from the one shown in Fig. 1. For example, in certain embodiments, the number of wheels 116 may vary. As an additional example, in various embodiments, the vehicle 100 may not have steering and may be steered, for example, by differential braking, among various other possible differences.

[0031] In the Fig. 1, the vehicle 100 includes an actuator assembly 120. The actuator assembly 120 includes at least one drive system 129 mounted on the chassis 112 and driving the wheels 116. In one embodiment shown, the actuator assembly 120 includes an engine and / or motor 130. The engine / motor 130, in one embodiment, is a gasoline internal combustion engine that also drives the generator 106. In other embodiments, the engine / motor 103 may be powered by a rechargeable energy storage system (RESS) (one or more other batteries and / or another energy storage system different from the battery 104) using an inverter and / or power converter, and the generator 106 may be replaced by another power converter that acts as a generator for the voltage / current bus to which the battery 104 belongs.

[0032] Still referring to Fig. 1, the engine / motor 130 is coupled to at least some of the wheels 116 via one or more drive shafts 134. In some embodiments, the engine / motor 130 is mechanically coupled to the generator 106. In other embodiments, the engine / motor 130 may be an electric motor mechanically coupled to the transmission. In certain other embodiments (e.g., electric vehicles), a motor and / or transmission may be omitted. When the engine / motor 130 is an electric motor powered by a RESS, it is not directly tied to the generator 106. In this case, the generator 106 is replaced by a power converter powered by the RESS but retains its purpose of generating power (voltage / current) on the same power bus to which the battery 104 is connected.

[0033] In various embodiments, the battery 104 is used to provide electrical energy to start the engine 130. Furthermore, in various embodiments, the battery and generator 106 are used to provide electrical energy to various other vehicle systems 135, such as lighting, electronic control units (ECUs), actuators, pumps, motors, infotainment systems, air conditioning systems, and / or other vehicle devices and / or systems. In certain embodiments, the battery 104 is a 12-volt (12V) battery; however, this may vary in other embodiments.

[0034] In one embodiment, the control system 102 is mounted on the chassis 112. As mentioned above, in various embodiments, the control system 102 consists of a sensor array 108 and a controller 110, as discussed below.

[0035] In various embodiments, sensor array 108 includes various sensors that measure or otherwise obtain data about the operation of vehicle 100, including battery 104. In the depicted embodiment, sensor array 108 includes one or more current sensors 140, voltage sensors 142, and temperature sensors 144.

[0036] In various embodiments, current sensors 140 measure an electrical current of battery 104. In certain embodiments, current sensors 140 also measure an electrical load of vehicle 100 (e.g., an electrical load for operating engine 130 and / or other systems 135 of vehicle 100). Also in various embodiments, voltage sensors 142 measure an electrical voltage of battery 104. Furthermore, temperature sensors 144, in various embodiments, measure a temperature of battery 104.

[0037] In various embodiments, sensor array 108 provides the sensor data to controller 110 (e.g., its processor 172) for processing, e.g., as explained in more detail below. Also in various embodiments, sensor array 108 performs these and other functions according to the steps of process 400 described further below in connection with FIG. 4.

[0038] The controller 110 is coupled to the sensor array 108, as well as to the battery 104 and the generator 106. In various embodiments, the controller 110 utilizes the various inputs and data provided via the sensor array 108 and controls the battery 104 and the generator 106 in a fuel-saving mode for the vehicle 100 by monitoring the electrical current expectations for the battery 104 using the sensor data and dynamically adjusting a voltage threshold based on changes in the electrical current of the battery 104. In various embodiments, the controller 110, together with the sensor array 108, provides these and other functions according to the steps discussed below in conjunction with the schematic drawings of the vehicle 100 in Fig. 1 and the flowcharts and schematic drawings of process 400 described below.

[0039] As in Fig. 1, the controller 110 comprises a computer system. In certain embodiments, the controller 110 may also comprise one or more of the sensors of the sensor array 108, one or more other devices and / or systems, and / or components thereof. Furthermore, it is appreciated that the controller 110 may otherwise be dependent upon the Fig. 1. For example, the controller 110 may be coupled to or otherwise utilize one or more remote computer systems and / or other control systems, such as the wheels 116, the battery 104, the generator 106, the propulsion system 129, the engine / motor 130, and / or one or more other systems of the vehicle 100. For example, in certain embodiments, the controller also controls the propulsion system 129 (e.g., including the engine 130) as well as various other systems 135 of the vehicle 100. Furthermore, in certain embodiments, the controller 110 is part of one or more vehicle modules, such as an engine control module (ECM), a body control module (BCM), and / or one or more other modules of the vehicle 100.

[0040] In the illustrated embodiment, the computer system of controller 110 includes a processor 172, a memory 174, an interface 176, a storage device 178, and a bus 180. The processor 172 performs the computing and control functions of the controller 110 and may include any type of processor or multiple processors, individual integrated circuits such as a microprocessor, or any suitable number of integrated circuit devices and / or printed circuit boards that cooperate to perform the functions of a processing unit. During operation, the processor 172 executes one or more programs 182 included in the memory 174 and, as such, controls the general operation of the controller 110 and the computer system of the controller 110, generally in the execution of the processes described herein, such as the process 400 of Fig. 4.

[0041] The memory 174 may be any suitable type of memory. For example, the memory 174 may include various types of dynamic random access memory (DRAM) such as SDRAM, the various types of static RAM (SRAM), and the various types of non-volatile memory (PROM, EPROM, and Flash). In certain examples, the memory 174 is located on the same computer chip as the processor 172 and / or is housed on the same chip. In the illustrated embodiment, the memory 174 stores the above-mentioned program 182 along with one or more stored values ​​184 (e.g., one or more thresholds for implementing the fuel economy mode, e.g., as described further below).

[0042] The bus 180 is used to transfer programs, data, status, and other information or signals between the various components of the computer system of the controller 110. The interface 176 enables communication with the computer system of the controller 110, e.g., from a system driver and / or another computer system, and may be implemented using any suitable method and apparatus. In one embodiment, the interface 176 receives the various data from the sensors of the sensor array 108. The interface 176 may include one or more network interfaces for communicating with other systems or components. The interface 176 may also include one or more network interfaces for communicating with technicians and / or one or more storage interfaces for connecting to storage devices, such as the storage device 178.

[0043] The storage device 178 may be any suitable type of storage device, including direct access storage devices such as hard disk drives, flash systems, optical drives, USB drives, and / or other storage devices. In an exemplary embodiment, the storage device 178 includes a program product from which the memory 174 can receive a program 182 that performs one or more embodiments of one or more processes of the present disclosure, such as the steps of process 400 (and any subprocesses thereof) of Fig. 4.

[0044] Bus 180 may be any suitable physical or logical means for connecting computer systems and components. These include, but are not limited to, direct hard wiring, fiber optic, infrared, and wireless bus technologies. During operation, program 182 is stored in memory 174 and executed by processor 172.

[0045] It will be appreciated that while this exemplary embodiment is described in the context of a fully functioning computer system, those skilled in the art will recognize that the mechanisms of the present disclosure may be distributed as a program product having one or more types of non-transitory, computer-readable, signal-bearing mediums used to store the program and its instructions and to effect distribution thereof, such as a non-transitory, computer-readable medium carrying the program and including computer instructions stored therein for causing a computer processor (such as processor 172) to execute and execute the program.Such a program product may take a variety of forms, and the present disclosure applies equally regardless of the type of computer-readable, signal-bearing media used to effect distribution. Examples of signal-bearing media include: writable media such as hard disks, memory cards, optical disks, other disks, USB drives, etc., as well as transmission media such as digital and analog communication links. It is appreciated that cloud-based storage and / or other techniques may also be employed in certain embodiments. It is also appreciated that the computer system of the controller 110 may otherwise be different from the one described in . Fig. 1, e.g., the computer system of the controller 110 is coupled to or otherwise utilizes one or more remote computer systems and / or other control systems.

[0046] While the components of control system 102 (including sensor array 108 and controller 110) are depicted as part of the same system, it will be appreciated that in certain embodiments, these features may comprise two or more systems. Moreover, in various embodiments, control system 102 may be comprised, in whole or in part, of and / or coupled to various other vehicle devices and systems, such as, but not limited to, battery 104, generator 106, actuator assembly 120 (e.g., propulsion system 129 and / or powerplant / motor 130), one or more other systems 135 of vehicle 100, and / or as part of an engine control module (ECM), a body control module (BCM), and / or one or more other modules of vehicle 100.

[0047] Fig. Figure 2 is a flow diagram showing a flow pattern 200 illustrating the operation of the control system 102 of the vehicle of Fig. 1 in accordance with exemplary embodiments of the vehicle 100. For example, as in Fig. 2, in certain embodiments, current, voltage, and temperature measurements 202 are provided with respect to the battery 104. In various embodiments, the sensor array 108 receives measurements of current, voltage, and temperature via the respective current, voltage, and temperature sensors 140, 142, and 144 from Fig. 1.

[0048] Also implemented in various embodiments is a dynamic fuel efficiency algorithm 204 that uses the values ​​of the current, voltage, and temperature measurement 202. In various embodiments, the dynamic fuel efficiency algorithm 204 is stored in memory 174 and executed by the processor 172 of Fig. 1. In certain embodiments, the dynamic fuel efficiency algorithm 204 provides dynamically adjusted settings for the battery 104 and the generator 106 for the fuel saving mode (e.g., as described below in connection with process 400 of Fig. 4 described in more detail).

[0049] In various embodiments, the dynamic voltage control 206 is provided based on the dynamic fuel efficiency algorithm 204. In various embodiments, the processor 172 of Fig. 1 dynamically sets a voltage threshold for the generator 106 based on monitoring the electrical current for the battery 104, and in certain embodiments also on monitoring the voltage and temperature of the battery 104 (e.g., as described below in connection with the process 400 of Fig. 4 described in more detail).

[0050] Also in various embodiments, the dynamic voltage threshold is used by processor 172 via dynamic fuel efficiency algorithm 204 to control the operation of generator 106 and battery 104. In various embodiments, for example, battery 104 provides a calibratable base current 210, while generator 106 provides additional electrical current 208 needed above the base value, as affected by the dynamically adjusted voltage threshold (e.g., as described further below in connection with process 400 of Fig. 4). Also in various embodiments, the base electrical power 210 provided by the battery 104 and the supplemental electrical power 208 provided by the generator 106 are used to power various other systems 135 of the vehicle, such as lighting, electronic control units (ECUs), actuators, pumps, motors, infotainment systems, air conditioning systems, and / or other vehicle devices and / or systems.

[0051] Fig. 3 shows a functional block diagram for the modules 300 of the control system 102 of Fig. 1 according to exemplary embodiments. In various embodiments, each module includes and / or utilizes computer hardware, e.g., via one or more computer processors (e.g., processor 172 of Fig. 1) and memory (e.g. the memory). As in Fig. 3, the modules 300 of the control system 102 in various embodiments typically include a data module 310 and a processing module 320. In various embodiments, the data module 310 and the processing module 320 are arranged on board the vehicle 100.

[0052] In various embodiments, the data module 310 collects vehicle data via the sensor array 108 from Fig. 1. In various embodiments, the data module 310 receives from the respective current, voltage and temperature sensors 140, 142 and 144 Fig. 1 as inputs 305 measurements of current, voltage and temperature of the battery 104 and the generator 106 of Fig. 1 and provides the measured values ​​(or related information) as outputs 315 to the processing module 320.

[0053] In various embodiments, the processing module 320 utilizes the data from the data module 310 and controls the battery 104 and the generator 106 in a fuel-saving mode for the vehicle 100 by monitoring the electrical current expectations for the battery 104 and dynamically adjusting a voltage threshold based on changes in the electrical current of the battery 104. Specifically, in various embodiments, the processing module 320 uses the measurement data from the data module 310 as inputs to the dynamic fuel efficiency algorithm 204 of Fig. 2 and provides instructions for dynamically adjusting a voltage threshold for the battery based on monitoring the electrical current for the battery 104 and provides the instructions for the battery 104 and the generator 106 to control them via the outputs 325 of the processing module 320 (e.g., as described further below in connection with process 400 of Fig. 4 described in more detail).

[0054] Fig. 4 is a flowchart of a method 400 for controlling operation of a vehicle in a fuel-saving mode by selectively controlling a battery and a generator of the vehicle, according to exemplary embodiments. The method 400 may also be used, according to exemplary embodiments, in connection with the vehicle 100 of Fig. 1, the control system 102 Fig. 1 and Fig. 2 and the modules 300 Fig. 3 can be realized.

[0055] As in Fig. 4, in various embodiments, the method 400 begins with the collection of sensor data at step 402. In various embodiments, the sensor data is collected via the sensor array 108 from Fig. 1. In various embodiments, the current, voltage and temperature sensors 140, 142 and 144 receive Fig. 1 Measurements of current, voltage, state of charge and temperature of the battery 104 of Fig. 1 and an electrical current load of the vehicle 100 (e.g. a load on the engine 130 to operate the other systems 135 of Fig. 1). In certain embodiments, the measurements in step 402 begin when the vehicle 100 is turned on and / or the trip begins, and / or when one or more users of the vehicle 100 approach or enter the vehicle 100, when a user request is received, and / or when a user request and / or use of the vehicle 100 is anticipated. Also, in certain embodiments, the measurements of step 402 (and, in certain embodiments, each of the steps of process 400) are performed continuously during operation of the vehicle 100.

[0056] In various embodiments, a battery charge depletion mode is initiated in step 404 once certain initial conditions are met. Specifically, in various embodiments, the battery charge depletion mode is activated in step 404 once each of the requirements is met, namely (i) the battery temperature is within a predetermined range; (ii) a state of charge of the battery 104 is greater than a predetermined threshold; (iii) an initial (desired) generator voltage setpoint is reached and is such that it causes a discharge of the battery charge (the measured voltage at the battery 104 is higher than the voltage setpoint commanded at the generator 106), and (iv) an electrical current load on the battery 104 is less than a predetermined threshold.In an exemplary embodiment: (i) the battery temperature is determined to be within a predetermined range when the battery temperature is greater than zero degrees Celsius (0°C); (ii) the state of charge of the battery 104 is determined to be greater than the predetermined threshold when the state of charge is greater than eighty percent (80%); (iii) the generator voltage setpoint is 12.5 volts; and (iv) the electrical load as seen by the battery 104 (e.g., from the various other systems 135 of . Fig. 1) is less than twenty-five amperes (25 A); however, these values ​​may vary in different embodiments. Also in various embodiments, these determinations are made by the processor 172 of Fig. 1 is performed based on the sensor data from step 402, and the initiation of the battery discharge mode is performed via instructions provided by the processor 172 to the generator 106.

[0057] In particular, in various embodiments, in step 404, an initial value for a dynamic voltage threshold is set and determined by the processor 172 from Fig. 1 Instructions are provided to the generator 106 to shut down or maintain the initial voltage setpoint that minimizes the load current support provided by the generator 106. As a result, the battery 104 continues to operate in current drain mode when the generator 106 is shut down or does not provide enough current to supply all electrical loads. This results in a reduced load on the engine 130 of Fig. 1, resulting in potentially improved fuel economy for the vehicle 100. In various embodiments, the initial value for the dynamic voltage threshold / setpoint is set based on the energy capacity of the battery 104 and the expected consumption of the electrical loads of the vehicle 100. In one embodiment, the initial voltage threshold is set to 12.5 volts; however, this may vary in other embodiments. Furthermore, in various embodiments, battery parameters continue to be measured in continued iterations of step 402, including an electrical current of the battery 104.

[0058] In various embodiments, once the battery current exceeds a base load threshold for the vehicle 100, a dynamic fuel economy mode is initiated in step 406. In an exemplary embodiment, the base load threshold is twenty-five amperes (25 A); however, this may vary in other embodiments. In various embodiments, the dynamic fuel economy mode is initiated by adjusting the dynamic voltage threshold via the processor 172 of Fig. 1 and by instructions from processor 172 to turn on generator 106, as generator 106 provides the additional current above that required by battery 104 attempting to reach the dynamic voltage threshold. In certain embodiments, in step 406, battery 104 operates either at a current level equal to or less than the base load threshold (25 A) or in a charge-neutral mode (e.g., with zero amps on the battery) when the minimum acceptable state of charge of battery 104 is reached, so that battery 104 no longer presents a load to the engine.

[0059] Specifically, in various embodiments, as part of the dynamic fuel economy mode, the dynamic voltage threshold is increased in step 408. In certain embodiments, the processor 172 increases the dynamic voltage threshold by a relatively small, incremental amount (e.g., an increase from 12.5 to 12.6 volts, in one exemplary embodiment).

[0060] In step 410, it is then determined whether the incremented dynamic voltage threshold is greater than a maximum voltage calibration threshold. In certain embodiments, the maximum voltage calibration threshold comprises an upper voltage limit for the vehicle 100, above which there would be little or no fuel savings for the vehicle 100 from utilizing the fuel economy mode. In certain embodiments, the maximum voltage calibration threshold is stored in memory 174 from Fig. 1 as one of the stored values ​​184. In an exemplary embodiment, the maximum voltage calibration threshold is 13 volts; however, this may vary in other embodiments. In various embodiments, the determination of step 410 by the processor 172 is Fig. 1.

[0061] If it is determined in step 410 that the incremented dynamic voltage threshold is greater than the maximum voltage calibration threshold, the dynamic fuel economy mode is disabled. In various embodiments, this is performed by instructions from processor 172. Furthermore, in certain embodiments, the method is terminated.

[0062] If, instead, it is determined at step 410 that the incremented dynamic voltage threshold is less than or equal to the maximum voltage calibration threshold, the dynamic fuel economy mode remains enabled, and the method continues to step 414. In various embodiments, at step 413, the method 400 waits a predetermined period of time to determine whether the battery current still exceeds the base load threshold for the vehicle 100. Specifically, in various embodiments, no action is taken with respect to the dynamic fuel economy mode during this predetermined wait period (e.g., five seconds in one embodiment, although this may vary in other embodiments).

[0063] After the predetermined waiting time of step 413, it is then determined in step 414 whether the battery current still exceeds the base load threshold for the vehicle 100. In various embodiments, this determination is made by the processor 172 of Fig. 1 based on updated battery current measurements from current sensors 140 of Fig. 1.

[0064] If it is determined in step 414 that the battery current still exceeds the base load threshold, the method returns to step 408 in a new iteration, as processor 172 increases the dynamic voltage threshold by another relatively small, incremental amount (e.g., an increase from 12.6 to 12.7 volts, in one exemplary embodiment). In various embodiments, steps 408-414 repeat in various iterations until it is determined in an iteration of step 414 that the battery current no longer exceeds the base load threshold.

[0065] Once it is determined in step 414 that the battery current no longer exceeds the base load threshold, the method instead proceeds to step 416. During step 416, the dynamic voltage threshold is maintained at its current level. Furthermore, in various embodiments, the method 400 waits a second predetermined period of time to determine whether the battery current remains below or equal to the base load threshold. Specifically, in various embodiments, the vehicle remains in the dynamic fuel economy mode, and during this second predetermined wait period (e.g., ten seconds in one embodiment, although this may vary in other embodiments), no further action related to the dynamic fuel economy mode is taken.

[0066] After the predetermined wait time of step 416, it is then determined in step 418 whether the battery current exceeds the base load threshold for the vehicle 100. In various embodiments, this determination is made by the processor 172 of Fig. 1 based on updated battery current measurements from current sensors 140 of Fig. 1.

[0067] If it is determined in step 418 that the battery current exceeds the base load threshold, the method returns to step 408 in a new iteration, as processor 172 increases the dynamic voltage threshold by another relatively small, incremental amount (e.g., an increase from 12.7 to 12.8 volts, in one exemplary implementation). In various embodiments, steps 408-418 repeat in various iterations until it is determined in an iteration of step 418 that the battery current does not exceed the base load threshold.

[0068] Once it is determined in step 418 that the battery current does not exceed the base load threshold (and the wait time of the last iteration of step 416 has expired), the method instead proceeds to step 420. In step 420, the processor 172 decreases the dynamic voltage threshold by a relatively small, incremental amount (e.g., a decrease from 12.8 to 12.7 volts, in an exemplary implementation).

[0069] In various embodiments, the fuel economy mode continues with the current dynamic threshold, and in step 422, it is determined (preferably continuously) whether a measured voltage of the battery 104 matches the initial (desired) generator voltage setpoint. In various embodiments, this determination is made by the processor 172 of Fig. 1 using sensor data obtained via the sensor array 108 of Fig. 1 obtained in continued iterations of step 402.

[0070] In various embodiments, if it is determined in step 422 that the battery voltage does not match the initial (desired) generator voltage setpoint, the method returns to step 413 in a new iteration to check the wait time and the subsequent determination in a new iteration of step 414 whether the battery current exceeds the base load threshold.Conversely, if it is determined in step 422 that the battery voltage matches the initial (desired) generator voltage setpoint, the method instead returns to step 404, as a new iteration of step 404 initiates a new battery charge-discharge mode (and, in various embodiments, with the generator off or maintaining the initial voltage setpoint, which minimizes the load current assistance from the generator 106 to thereby achieve less stress on the engine and thus potentially improved fuel economy for the vehicle).

[0071] Accordingly, in various embodiments, a dynamic fuel-saving mode is used for a vehicle with a dynamically adjusted dynamic voltage threshold. In various embodiments, the dynamic voltage threshold is adjusted based on a comparison of the current battery current with a baseload current threshold for the vehicle. In various embodiments, the dynamic voltage threshold is adjusted (i) upward when the battery current exceeds the battery current threshold (subject to a maximum voltage calibration threshold); and (ii) downward when the battery current is comfortably below the baseload threshold (e.g., when the battery current remains below or equal to the baseload threshold for a predetermined period of time).If the battery voltage equals or exceeds the initial (desired) generator voltage setpoint, the generator will either provide minimal current assistance or shut down and place the battery into a current draw mode to reduce the load on the engine and thereby potentially achieve improved fuel economy for the vehicle.

[0072] It is appreciated that systems and methods may vary from those illustrated in the figures and described herein. For example, in various embodiments, the vehicle 100, the control system 102, and / or its components may differ from that shown in Fig. 1 and / or described here. It is also welcomed that the modules differ from the representations in Fig. 3 and the related descriptions. It is also estimated that the representations and processes (and / or sub-processes) disclosed herein may differ from those described here and / or in the Fig. 2 and Fig. 4 and / or that the steps may be performed simultaneously and / or in a different order than described here and / or shown in these figures.

[0073] Although at least one example has been presented in the foregoing detailed description, it should be understood that a wide variety of variations exist. It should also be appreciated that the example(s) are merely examples and are not intended to limit the scope, applicability, or configuration of the disclosure in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient roadmap for implementing the example(s). It should be understood that various changes in the function and arrangement of elements may be made without departing from the scope of the appended claims and their legal equivalents.

Claims

[1] Method (400) for controlling the operation of a vehicle (100) in a fuel-saving mode, wherein the vehicle (100) has a battery (104) and a generator (106), the method (400) comprising: Measurement of a battery current of the battery (104) via one or more current sensors (140); and Control of the operation of the battery (104) and the generator (106) in fuel-saving mode via commands provided by a processor, using a dynamic voltage threshold set on the basis of a comparison of the battery current with a base load current threshold, furthermore comprehensive: Determination of an initial value of a dynamically adjusted voltage threshold via the processor (172); and Increase of the dynamically adjusted voltage threshold via the processor (172) when the battery current exceeds the base load current threshold, where: The step of incrementing the dynamically adjusted stress threshold includes: Incrementing the dynamically adjusted voltage threshold via the processor when the battery current exceeds the base load current threshold, provided that the dynamically adjusted voltage threshold has not exceeded a maximum voltage calibration threshold for the vehicle; and the procedure also includes: Exiting fuel-saving mode when the dynamically adjusted voltage threshold exceeds the maximum voltage calibration threshold for the vehicle, furthermore comprehensive: Reducing the dynamically adjusted voltage threshold via the processor (172) when the battery current is below the base load current threshold for a specified period of time, furthermore comprehensive: Measuring the voltage of the battery (104) via one or more voltage sensors (142); the step includes controlling the operation of the battery (104) and the generator (106) in fuel-saving mode: Operation of the battery via instructions from the processor (172) in a charge-receiving mode with the generator switched off or with minimal current support when the voltage of the battery (104) is greater than or equal to the dynamically adjusted voltage threshold, the step of controlling the operation of the battery (104) and the generator (106) in fuel-saving mode further includes: Operating the battery in a charge-neutral mode via instructions from the processor (172) with the generator (106) switched on, when the state of charge of the battery (104) is at the minimum permissible level. [2] Method (400) according to claim 1, wherein the vehicle (100) comprises an engine (130), and the method (400) further comprising: Measurement via a sensor array: a temperature of the battery (104); a battery charge level (104); a voltage at the battery (104) and an electrical current load on the battery (104); and Initiating fuel saving mode via the processor (172) when each of the following conditions is met, namely: The temperature of the battery (104) is higher than a first predetermined threshold; The state of charge of the battery (104) is greater than a second predetermined threshold; The measured voltage at the battery (104) is higher than the desired voltage setpoint commanded at the generator; and The electrical current load of the battery (104) is less than one third of the specified threshold. [3] System (102) for controlling the operation of a vehicle (100) in a fuel-saving mode, wherein the vehicle (100) has a battery (104) and a generator (106), wherein the system (102) comprises: one or more current sensors (140) configured to measure the battery current of the battery (104); and a processor (172) coupled with one or more current sensors and configured to enable at least the control of the operation of the battery (104) and the generator (106) in fuel-saving mode using a dynamic voltage threshold that is adjusted on the basis of a comparison of the battery current with a base load current threshold, where the processor (172) is further configured to at least enable: Determination of an initial value for a dynamically adjustable voltage threshold; and Increase the dynamically adjusted voltage threshold value when the battery current exceeds the base load current threshold.

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