METHOD AND SYSTEM FOR A TOWING / TRAINING MODE OF A VEHICLE

Abstract

A method for operating a hybrid vehicle in a charge-discharge and charge-maintenance mode is described. In one example, a battery charge reserve is set according to the altitude of a section of road on which the hybrid vehicle can travel. The road section is based on a radial distance from the current geographic position of the hybrid vehicle.

Description

field of technology

[0001] This description concerns a method and a system for operating a hybrid vehicle. The hybrid vehicle may be subjected to operation under higher loads. General state of the art

[0002] A hybrid vehicle can augment the power provided by its internal combustion engine with power provided by an electric motor. This is particularly true when the hybrid vehicle is operating under heavier loads. For example, if the hybrid vehicle is operating under heavy loads (e.g., towing a load or pulling a trailer), the internal combustion engine can be assisted by the electric motor to meet the increased driving demands. However, for the electric motor to provide power, the vehicle's electrical energy storage device (e.g., a battery) must have sufficient stored charge.If the hybrid vehicle supplements the power provided by the internal combustion engine with power provided by the electric motor, and the charge stored in the vehicle's power storage device falls below a certain threshold, the hybrid vehicle may have to rely solely on the power of the internal combustion engine until the vehicle's electrical power storage device can be recharged. Therefore, it may be desirable to provide a mechanism to ensure that electrical power is available.

[0003] It is understood that the foregoing background is provided to offer some context for the systems and methods described in the detailed description. It is not intended to identify in the background any important features of the claimed subject matter, the scope of which is defined solely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that overcome any of the disadvantages mentioned in any part of this disclosure. Brief description

[0004] A hybrid vehicle can utilize an electric motor to increase vehicle efficiency and extend its driving range. The hybrid vehicle can also tow a load (e.g., building materials, equipment, etc.) and / or a trailer from time to time. To extend its driving range, the hybrid vehicle can power the vehicle exclusively via the electric motor until the battery's state of charge (SOC) falls below a threshold level. Once the battery reaches this lower SOC, the hybrid vehicle can operate in a charge maintenance mode, in which it is powered by a combination of the battery and an internal combustion engine.However, if the hybrid vehicle is operated using this strategy while carrying a load and / or towing a trailer, its performance on long inclines may not meet performance targets. Therefore, it may be desirable to provide a way to operate the vehicle that extends its range via the battery when lightly loaded and ensures good performance when pulling or towing on long inclines.

[0005] The inventors of the present invention have recognized the aforementioned problems and have developed a method for operating a hybrid vehicle, comprising: adjusting a vehicle battery charge reserve quantity in response to a maximum altitude of a section of a road within a predetermined distance from the hybrid vehicle, wherein the road has the highest altitude of a plurality of roads within the predetermined distance from the vehicle; and adjusting the engine operation of the internal combustion engine and the electric machine of the hybrid vehicle in response to the vehicle battery charge reserve quantity.

[0006] By setting a battery charge reserve according to a maximum altitude a hybrid vehicle can reach within a predetermined distance, it may be possible to conserve electrical power from a traction battery for towing and pulling conditions when the hybrid vehicle ascends a road that is the highest of those within the predetermined distance. Consequently, the hybrid vehicle can perform well if the driver chooses to travel on the highest road within the predetermined distance.

[0007] The present description can offer several advantages. In particular, the approach can allow a hybrid vehicle to have sufficient available power to ascend a road incline reaching a maximum elevation within a predetermined distance of the hybrid vehicle, without depleting the hybrid vehicle's battery charge. Furthermore, the approach allows the hybrid vehicle to have an extended driving range when unloaded and traveling on relatively level roads. Additionally, the approach can be applied to fuel cell vehicles as well as hybrid vehicles that incorporate an internal combustion engine.

[0008] The aforementioned advantages, as well as other advantages and features of the present description, will become readily apparent from the following detailed description, whether considered on its own or in conjunction with the accompanying drawings. Brief description of the drawings Fig. Figure 1 shows a schematic representation of an internal combustion engine; The Fig. 2A and Fig. 2B shows schematic representations of exemplary vehicle power transmissions or drive trains; Fig. Figure 3 shows exemplary power storage levels for an electrical energy storage device when a vehicle is operated in two different modes; Fig. Figure 4 shows the battery charge level while a vehicle is operating in different modes. The Fig. Figures 5-8 show graphical representations of data structures and sections of data structures that can be applied when a vehicle travels along a route. Fig. Figure 9 is a flowchart of a procedure for operating a hybrid vehicle. Detailed description

[0009] The present description relates to setting a reserve level of electrical power in an electrical energy storage device, so that a hybrid vehicle can have the capacity to increase the power output of the internal combustion engine while the hybrid vehicle is traversing road inclines within a predetermined radial distance from its current position. Fig. Figure 1 shows an internal combustion engine. The internal combustion engine is made of Fig. 1 is included in a power transmission of a hybrid vehicle, as in Fig. 2A shown. Fig. 2B shows an alternative power transmission or drivetrain. Fig. Figure 3 shows exemplary charge storage levels for an electrical energy storage device. Fig. Figure 4 shows the battery charge levels during operation of a vehicle in different modes. Fig. Figures 5-8 show graphical representations of data structures stored in the control memory. Finally, in Fig. Figure 9 shows a flowchart of a procedure for operating a vehicle.

[0010] With reference to Fig. 1 is an internal combustion engine 10 comprising a plurality of cylinders, one of which is in Fig. As shown in Figure 1, the engine 10 is controlled by an electronic engine control unit 12. The engine 10 consists of a cylinder head 35 and a cylinder block 33, which include a combustion chamber 30 and cylinder walls 32. A piston 36 is positioned within the cylinder and moves back and forth via a connection to a crankshaft 40. A flywheel 97 and a ring gear 99 are coupled to the crankshaft 40. A starter 96 (e.g., a low-voltage electric motor (operated at less than 20 volts)) includes a pinion shaft 98 and a pinion gear 95. The pinion shaft 98 can selectively drive the pinion gear 95 so that it engages the ring gear 99. The starter 96 can be mounted directly on the front or rear of the internal combustion engine. In some examples, the starter 96 can selectively supply torque to the crankshaft 40 via a chain.In one example, the starter motor 96 is in a basic state when it is not engaged with the engine crankshaft.

[0011] According to the illustration, the combustion chamber 30 communicates with an intake manifold 44 and an exhaust manifold 48 via an intake control valve 52 and an exhaust control valve 54, respectively. Each intake and exhaust valve can be actuated by an intake cam 51 and an exhaust cam 53. The position of the intake cam 51 can be determined by an intake cam sensor 55. The position of the exhaust cam 53 can be determined by an exhaust cam sensor 57. The stroke volume and / or phase or position of the intake valve 52 can be adjusted relative to a position of the crankshaft 40 via a valve adjusting device 59. The stroke volume and / or phase or position of the exhaust valve 54 can be adjusted relative to a position of the crankshaft 40 via a valve adjusting device 58. The valve adjusting devices 58 and 59 can be electromechanical, hydraulic, or mechanical.

[0012] The engine 10 includes a crankcase 39 in which the crankshaft 40 is housed. An oil pan 37 can form a lower boundary of the crankcase 39, and the engine block 33 and the piston 36 can form an upper boundary of the crankcase 39. The crankcase 39 can include a crankcase ventilation valve (not shown) that can vent gases via the intake manifold 44 into the combustion chamber 30. The temperature of the oil in the crankcase 39 can be detected by a temperature sensor 38.

[0013] A fuel injection device 66 is positioned, as shown, to inject fuel directly into the cylinder 31, a process known to those skilled in the art as direct injection. The fuel injection device 66 delivers liquid fuel proportionally to the pulse width from the controller 12. The fuel is supplied to the fuel injection device 66 by a fuel system (not shown) comprising a fuel tank, a fuel pump, and a fuel distributor (not shown). In one example, a two-stage high-pressure fuel system can be used to generate higher fuel pressures.

[0014] Additionally, the intake manifold 44 communicates with a turbocharger compressor 162 and an engine air inlet 42, as shown in the illustration. In other examples, the compressor 162 may be a supercharger. A shaft 161 mechanically couples a turbocharger turbine wheel 164 to the turbocharger compressor 162. An optional electronic throttle 62 sets the position of a throttle valve 64 to control airflow from the compressor 162 to the intake manifold 44. The pressure in a charging chamber 45 can be referred to as the throttle inlet pressure, since the inlet of the throttle 62 is located in the charging chamber 45. The throttle outlet is located in the intake manifold 44. In some examples, the throttle 62 and the throttle valve 64 may be positioned between the intake valve 52 and the intake manifold 44 such that the throttle 62 acts as an intake port throttle.A compressor return valve 47 can be selectively adjusted to a variety of positions between fully open and fully closed. A wastegate 163 can be adjusted via the control 12 to allow exhaust gases to selectively bypass the turbine wheel 164 in order to control the speed of the compressor 162. An air filter 43 cleans the air entering the engine air intake 42.

[0015] A distributorless ignition system 88 provides a spark to the combustion chamber 30 via a spark plug 92 in response to the control unit 12. According to the diagram, a wideband lambda sensor (Universal Exhaust Gas Oxygen sensor - UEGO sensor) 126 is coupled to the exhaust manifold 48 upstream of a catalytic converter 70. Alternatively, the UEGO sensor 126 can be replaced by a binary lambda sensor.

[0016] In one example, catalyst 70 can contain multiple catalyst honeycomb structures. In another example, multiple emission control devices, each with multiple honeycomb structures, can be used. In another example, catalyst 70 can be a three-way catalyst.

[0017] Control 12 is in Fig. Figure 1 shows a conventional microcomputer comprising: a microprocessor unit 102, input / output ports 104, read-only memory 106 (e.g., non-transient memory), random access memory 108, keep-alive memory 110, and a conventional data bus.According to the illustration, in addition to the signals discussed above, the control unit 12 receives various signals from sensors coupled to the engine 10, including: a cylinder head temperature from a temperature sensor 112 coupled to the cylinder head 35; a position sensor 134 coupled to a driver-activated pedal 130 to detect a force applied by a human foot 132; a position sensor 154 coupled to a brake caliper application pedal 150 to detect a force applied by the foot 152; a manifold pressure (MAP) measurement from a pressure sensor 122 coupled to the intake manifold 44; an engine position sensor 118 detecting the position of the crankshaft 40; a mass of air flowing into the engine from a sensor 120; and a throttle position measurement from a sensor 68.Air pressure can also be detected for processing by the controller 12 (sensor not shown). In a preferred aspect of the present description, the engine position sensor 118 produces a predetermined number of evenly spaced pulses with each revolution of the crankshaft, from which the engine speed (RPM) can be determined.

[0018] During operation, each cylinder within the engine 10 typically goes through a four-stroke cycle: the cycle includes the intake stroke, the compression stroke, the power stroke, and the exhaust stroke. During the intake stroke, the exhaust valve 54 generally closes and the intake valve 52 opens. Air is drawn into the combustion chamber 30 via the intake manifold 44, and the piston 36 moves toward the bottom of the cylinder to increase the volume within the combustion chamber 30. The position at which the piston 36 is near the bottom of the cylinder and at the end of its stroke (e.g., when the combustion chamber 30 has reached its maximum volume) is typically referred to by those skilled in the art as bottom dead center (BDC).

[0019] During the compression stroke, the intake valve 52 and the exhaust valve 54 are closed. The piston 36 moves towards the cylinder head to compress the air within the combustion chamber 30. The point at which the piston 36 is closest to the cylinder head at the end of its stroke (e.g., when the combustion chamber 30 has its smallest volume) is commonly referred to by those skilled in the art as top dead center (TDC). In a process referred to herein as injection, fuel is introduced into the combustion chamber. In a process referred to below as ignition, the injected fuel is ignited by known ignition means, such as the spark plug 92, resulting in combustion.

[0020] During the power stroke, the expanding gases push the piston 36 back to bottom dead center (BDC). The crankshaft 40 converts the piston movement into a torque of the crankshaft. Finally, during the exhaust stroke, the exhaust valve 54 opens to release the burnt air-fuel mixture to the exhaust manifold 48, and the piston returns to top dead center (TDC). It should be noted that the above is shown only as an example, and that the timing for the opening and / or closing of the intake and exhaust valves can vary, for example, to provide positive or negative valve overlap, late closing of the intake valve, or various other examples.

[0021] Fig. 2A is a block diagram of a vehicle 225, which includes a powertrain or transmission 200. The powertrain consists of Fig. 2A includes the one in Fig. The powertrain 200, as shown in Figure 1, includes a vehicle system controller 255, a motor controller 12, an electric machine controller 252, a transmission controller 254, an energy storage device controller 253, and a friction brake caliper controller 250. The controllers can communicate via a Controller Area Network (CAN) 299. Each of the controllers can provide information to other controllers, such as power output thresholds (e.g., a maximum power output of the controlled device or component), power input thresholds (e.g., a maximum power input of the controlled device or component), a power output of the controlled device, sensor and actuator data, and diagnostic information (e.g.,Information regarding a malfunctioning transmission, engine, electric machine, and friction brake calipers). Furthermore, the vehicle system control 255 can provide commands to the engine control 12, the electric machine control 252, the transmission control 254, and the brake caliper control 250 to fulfill driver input requests and other requirements based on vehicle operating conditions.

[0022] For example, in response to a driver releasing a driver-activated accelerator pedal or to the vehicle speed, the vehicle control unit 255 can request a desired wheel power or a desired wheel power level to provide a desired rate of vehicle deceleration. The requested desired wheel power can be provided by the vehicle control unit 255 requesting a first vehicle deceleration power from the electric machine control unit 252 and a second vehicle deceleration power from the motor control unit 12, with the first and second powers providing a desired vehicle deceleration power to the power transmission at the vehicle wheels 216. The vehicle control unit 255 can also request friction brake caliper power via the brake caliper control unit 250.Vehicle deceleration can be described as negative performance, as it slows down power transmission and wheel rotation. Positive performance can maintain or increase power transmission and wheel rotation.

[0023] The vehicle control unit 255 and / or the engine control unit 12 can also receive input from a human-machine interface 256 and traffic conditions (e.g., traffic light status, distance to objects, etc.) from sensors 257 (e.g., cameras, LiDAR, radar, etc.). For example, the human-machine interface 256 could be a touchscreen display panel. Alternatively, the human-machine interface 256 could be a key switch or another known type of human-machine interface. The human-machine interface 256 can receive requests from a user. For example, a user can request an engine stop or start via the human-machine interface 256. Furthermore, a user can override a prevention of wheel movement 216 when an external electrical power consumer 297 is connected to the vehicle 255.Furthermore, the human-machine interface 256 can display status messages and engine data that can be received by the controller 255. The vehicle controller 255 and / or the engine controller 12 can also receive geographical vehicle information and data from a navigation system 258. The navigation system 258 can receive information from satellites 259 for global positioning.

[0024] In other examples, the control of powertrain devices may be divided differently than in Fig. Figure 2A shows that, for example, a single controller can take the place of the vehicle system controller 255, motor controller 12, electric machine controller 252, transmission controller 254, and brake caliper controller 250. Alternatively, the vehicle system controller 255 and the motor controller 12 can be a single unit, while the electric machine controller 252, the transmission controller 254, and the brake caliper controller 250 are separate controllers.

[0025] In this example, the drive train 200 can be powered by the motor 10 and an electric machine 240. In other examples, the motor 10 can be omitted. The motor 10 can be started with a motor starting system that is in Fig. As shown in Figure 1, the vehicle can be started via an integrated starter / generator BISG 219 or via the electric machine. The temperature of the BISG windings can be determined via a BISG winding temperature sensor 203. The electric machine 240 (e.g., a high-voltage electric machine (operated at more than 30 volts)) can also be referred to as an electric motor and / or generator. Furthermore, the power output of the motor 10 can be adjusted via a torque actuator 204, such as a fuel injection device, a throttle, etc.

[0026] The BISG 219 is mechanically coupled to the motor 10 via a coupling loop 231 and can be described as an electric machine, electric motor, or generator. The BISG 219 can be connected to the crankshaft 40 or a camshaft (e.g., 51 or 53). Fig. 1) be coupled. The BISG 219 can be operated as an electric motor when electrical power is supplied to it via a low-voltage bus 273 and / or a low-voltage battery 280. The BISG 219 can be operated as a generator that supplies electrical power to the low-voltage battery 280 and / or the low-voltage bus 273. A power converter 281 (e.g., a bidirectional DC-DC converter) can transfer electrical energy from a high-voltage bus 274 to a low-voltage bus 273 or vice versa. The low-voltage battery 280 is electrically coupled directly to the low-voltage bus 273. The low-voltage bus 273 can consist of one or more electrical conductors. The electrical energy storage device 275 (e.g., a high-voltage battery or traction battery) is electrically coupled to the high-voltage bus 274.An electric heater 266 with a positive temperature coefficient (PTC) and an electrically driven climate control system (e.g., a heat pump) 267 are also electrically coupled to the high-voltage bus 274 and can receive electrical power via the high-voltage bus 274. The low-voltage battery 280 can selectively supply electrical energy to the starter motor 96 and / or the BISG 219.

[0027] Motor output power can be transmitted via a dual-mass flywheel 215 to a first or upstream side of a drivetrain release clutch 235. The release clutch 236 is hydraulically actuated, and the hydraulic pressure in the power transmission release clutch 236 (power transmission release clutch pressure) can be adjusted via an electrically operated valve 233. The downstream or second side 234 of the release clutch 236 is mechanically coupled to an input shaft 237 of the electric motor, as shown in the illustration.

[0028] The electric machine 240 can be operated to provide power to the drivetrain 200 or to convert drivetrain power into electrical energy, which is to be stored in a regeneration mode in the electrical energy storage device 275 (e.g., regenerative vehicle deceleration, where the electric machine 240 reduces the vehicle speed by converting the vehicle's kinetic energy into electrical energy). The electric machine 240 communicates electrically with the energy storage device 275 via an inverter 279. The inverter 279 can convert direct current (DC) from the electrical energy storage device 275 into alternating current (AC) to operate the electric machine 240.Alternatively, the inverter 279 can convert AC from the electric machine 240 to DC for storage in the electrical energy storage device 275. The inverter 279 can be controlled via the electric machine's controller 252, and the electric machine's controller 252 can receive sensor signals and / or data from sensors 269 (e.g., temperature sensors of the electric machine, current sensors of the electric machine, etc.). The electric machine 240 has a higher output power capacity than the one in [reference missing]. Fig. The electric machine 240 is either directly driven by the starter 96 or the BISG 219 shown in Figure 1. Furthermore, the electric machine 240 directly drives the drive train 200 or is directly driven by the drive train 200. There are no loops, gears, or chains to couple the electric machine 240 to the drive train 200. Rather, the electric machine 240 rotates at the same rate as the drive train 200. The electrical energy storage device 275 (e.g., a high-voltage battery or power source) can be a battery, a capacitor, or an inductor. The downstream side of the electric machine 240 is mechanically coupled to the impeller 285 of the torque converter 206 via a shaft 241. The upstream side of the electric machine 240 is mechanically coupled to the disengagement clutch 236.The electric machine 240 can provide positive or negative power to the drive train 200 by operating as an electric motor or generator, as directed by the control unit 252 of the electric machine.

[0029] The power converter 278 (e.g., an inverter) is electrically connected via a high-voltage bus 274 to the electrical energy storage device 275 and an electrical output socket 295. The power converter 278 can convert DC to AC to operate an external electrical load 297 (e.g., handheld devices, entertainment systems, lighting, pumps, etc.). The power converter 278 can convert electrical power from the low-voltage battery 280, electrical power from the electrical energy storage device 275, or electrical power from the electric machine 240 or the BISG 219 into electrical power that is delivered to the electrical output socket 295. The external electrical load 297 can be located outside the vehicle 225 or can be added to the vehicle 225.The external power consumer 297 can be electrically connected to the electrical output socket 295 via a power cable 296. An external power consumer sensor 298 can detect the presence or absence of an external power consumer 297. The external power consumer sensor 298 can physically detect the presence of the cable 296 via a switching input, or alternatively, the sensor 298 can be a current sensor and detect electrical current flow from the electrical output socket 295 to determine the presence or absence of an external power consumer 297.

[0030] The torque converter 206 includes a turbine wheel 286 to output power to an input shaft 270. The input shaft 270 mechanically couples the torque converter 206 to an automatic transmission 208. The torque converter 206 also includes a torque converter bypass lock-up clutch (TCC) 212. Power is transferred directly from the pump wheel 285 to the turbine wheel 286 when the TCC 212 is locked. The TCC 212 is electrically operated by the control unit 254. Alternatively, the TCC can be locked hydraulically. In this example, the torque converter 206 can be considered a component of the transmission.

[0031] When the torque converter lock-up clutch 212 is fully disengaged, the torque converter 206 transmits engine power to the automatic transmission 208 via a fluid transfer between the torque converter turbine wheel 286 and a torque converter pump wheel 285, thus enabling torque multiplication. Conversely, when the torque converter lock-up clutch 212 is fully engaged, the engine output power is transmitted directly to an input shaft 270 of the transmission 208 via the torque converter clutch. Alternatively, the torque converter lock-up clutch 212 can be partially engaged, allowing the amount of power delivered directly to the transmission to be adjusted.The transmission control unit 254 can be configured to adjust the amount of power transmitted through the torque converter 212 by adjusting the torque converter lock-up clutch in response to different engine operating conditions or based on a driver-based engine operating request.

[0032] The torque converter 206 also includes a pump 283, which pressurizes fluid to operate the release clutch 236, a forward clutch 210, and gear clutches 211. The pump 283 is driven by the impeller 285, which rotates at the same speed as the electric motor 240.

[0033] The automatic transmission 208 includes the gear clutches 211 and the forward clutch 210 for selectively engaging and disengaging forward gears 213 (e.g., gears 1-10) and reverse gear 214. The automatic transmission 208 is a fixed-ratio transmission. Alternatively, the transmission 208 can be a continuously variable transmission (CVT) capable of simulating fixed-ratio transmissions. The gear clutches 211 and the forward clutch 210 can be selectively engaged to change the ratio of an actual total number of input shaft 270 rotations to an actual total number of wheel 216 rotations. The gear clutches 211 can be engaged or disengaged by adjusting the fluid supplied to the clutches via shift control solenoid valves 209.The power output from the automatic transmission 208 can also be transmitted to the wheels 216 to drive the vehicle via an output shaft 260. Specifically, the automatic transmission 208 can transmit input drive power at the input shaft 270 in response to a driving condition of the vehicle before transmitting output drive power to the wheels 216. The transmission control unit 254 selectively engages or engages the transmission control unit 212, the gear clutches 211, and the forward clutch 210. The transmission control unit also selectively disengages or disengages the transmission control unit 212, the gear clutches 211, and the forward clutch 210.

[0034] Furthermore, a frictional force can be applied to the wheels 216 by engaging the friction brake calipers 218. For example, the friction brake calipers 218 can be engaged in response to a human driver pressing their foot on a foot brake pedal (not shown) and / or in response to instructions within the brake caliper control unit 250. The brake caliper control unit 250 can also engage the friction brake calipers 218 in response to information and / or requests from the vehicle system control unit 255. Similarly, a frictional force on the wheels 216 can be reduced by disengaging the friction brake calipers 218 in response to the human driver removing their foot from a brake pedal, in response to instructions from the brake caliper control unit, and / or vehicle system control unit instructions and / or information.

[0035] In response to a request to move the vehicle 225, the vehicle system control can obtain driver-demand power or torque, or a power or torque request from a driver-demand pedal or other device. The vehicle system control 255 then allocates a portion of the requested driver-demand power or torque to the motor for generation and the remaining portion to the electric machine 240 or the BISG for generation. The vehicle system control 255 requests the motor power from the motor control 12 and the electric machine power from the electric machine control 252. If the electric machine power plus the motor power is less than an input power threshold of the transmission (e.g.,(a non-exceedable power input threshold), the power is delivered to the torque converter 206, which then transmits at least a portion of the requested power to the transmission input shaft 270. The transmission control unit 254 selectively bypasses the torque converter clutch 212 and engages gears via the gear clutches 211 in response to shift patterns and TCC bypass patterns, which may be based on the input shaft power and the vehicle speed. Under certain conditions, where it may be desirable to charge the electrical energy storage device 275, charging power (e.g., negative power from the electric machine) may be requested while the driver demand is non-zero. The vehicle system control unit 255 may request increased engine power to overcome the charging power requirement in order to meet the driver demand.

[0036] Accordingly, the power control of the various powertrain components can be monitored by the vehicle system control 255, with local power control for the motor 10, the transmission 208, the electric machine 240 and the friction brake calipers 218 being provided via the motor control 12, the electric machine control 252, the transmission control 254 and the brake caliper control 250.

[0037] As an example, engine power output can be controlled by adjusting a combination of ignition timing, fuel pulse width, fuel pulse timing, and / or air charge; by controlling throttle opening and / or valve timing, valve lift, and boost for turbocharged or supercharged engines. In the case of a diesel engine, the controller 12 can control the engine power output by controlling a combination of fuel pulse width, fuel pulse timing, and air charge. Engine speed reduction power, or negative engine power, can be provided by rotating the engine, with the engine generating power that is insufficient to turn the engine. Thus, the engine can be operated at low power during fuel combustion with one or more cylinders deactivated (e.g., by disabling the cylinders).(No fuel is burned) or, with all cylinders deactivated, the engine generates deceleration power while rotating. The amount of engine deceleration power can be adjusted by adjusting the engine valve timing. The engine valve timing can be adjusted to increase or decrease engine compression work. Furthermore, the engine valve timing can be adjusted to increase or decrease engine expansion work. In all cases, the engine timing can be adjusted cylinder by cylinder to control engine power output.

[0038] The control unit 252 of the electrical machine can control the power output and the generation of electrical energy from the electrical machine 240 by adjusting the current flowing to and from the field and / or armature windings of the electrical machine 240, as is known in the field.

[0039] The transmission control unit 254 receives a transmission input shaft position via a position sensor 271. The transmission control unit 254 can convert the transmission input shaft position into input shaft speed by differentiating a signal from the position sensor 271 or by counting a number of known angular distance pulses over a predetermined time interval. The transmission control unit 254 can receive the torque of the transmission output shaft from a torque sensor 272. Alternatively, the sensor 272 can be a position sensor or a torque and a position sensor. If the sensor 272 is a position sensor, the control unit 254 can count shaft position pulses over a predetermined time interval to determine the transmission output shaft speed.The transmission control unit 254, the engine control unit 12, and the vehicle system control unit 255 can also receive additional transmission information from sensors 277, which may include, among others, pump output line pressure sensors, transmission hydraulic pressure sensors (e.g., transmission clutch fluid pressure sensors), ISG temperature sensors and BISG temperatures, gearshift lever sensors, ambient temperature sensors, trailer detection sensors, and vehicle suspension sensors. The transmission control unit 254 can also receive a requested gear input from a gear selector lever 290 (e.g., a human-machine interface device). The gear selector lever 290 can include positions for gears 1-X (where X is a higher gear number), D (Drive), Neutral (N), and P (Park).The shift lever 293 of the gear selector lever 290 can be prevented from moving by means of a solenoid actuator 291, which selectively prevents the shift lever 293 from moving from the park or neutral position into a reverse or forward gear position (e.g. driving).

[0040] The brake caliper control unit 250 receives wheel speed information via a wheel speed sensor 221 and vehicle deceleration requests from the vehicle system control unit 255. The brake caliper control unit 250 can also receive vehicle deceleration pedal position information from the [unclear text] in Fig. The brake caliper application pedal sensor 154 shown in Figure 1 receives the signal directly or via CAN 299. The brake caliper control 250 can apply a brake caliper application to the wheels in response to a wheel power command from the vehicle system control 255. The brake caliper control 250 can also provide anti-lock braking and vehicle stability brake caliper activation to enhance vehicle stability. Thus, the brake caliper control 250 can provide the vehicle system control 255 with a wheel power threshold (e.g., a non-exceedable threshold for negative wheel power) so that the negative ISG power does not cause the wheel power threshold to be exceeded. For example, if the brake caliper control 250 outputs a negative wheel torque threshold of 50 Nm, the power of the electric machine is adjusted so that less than 50 Nm (e.g.,49 Nm) negative torque is provided at the wheels, which includes compensating for the gear ratio.

[0041] With reference to Fig. 2B shows an alternative powertrain 200B for vehicle 225. Some of the elements that are in Fig. The elements shown in 2B are the same as those shown in Fig. 2A are shown. Fig. 2B shown elements, which are exactly like the elements shown in Fig. The elements shown in section 2A, which are numbered, are equivalent. Therefore, for the sake of brevity, the description of these components is omitted.

[0042] In this drive train, the fuel cell 10B generates electrical current, which can be supplied to the electric machine and / or the electrical energy storage device 275 via the high-voltage bus 274. The electric machine 240 converts electrical power into mechanical power to rotate the wheels 216. The controller 12B can adjust the amount of current output by the fuel cell 10B by adjusting one or more power actuators (e.g., valves that control the flow of hydrogen and oxygen to the fuel cell 10B) 204B.

[0043] The system from the Fig. 1 and Fig. 2 provides a vehicle comprising: a chemically powered power source (e.g., an internal combustion engine or fuel cell); an electric machine; a traction battery; a human-machine interface; and a controller comprising executable instructions stored in non-transient memory that cause the controller to reference a data structure containing altitude values ​​according to the vehicle's current geographic location and a predetermined distance, to set a reserve quantity of the traction battery in response to an altitude, and to operate the chemically powered power source and the electric machine according to the reserve quantity. In a first example, the vehicle includes a data structure (e.g., an array of memory locations (bytes, words, etc.)))) is segmented into a multitude of cells, and that the cells are referenced according to longitude and latitude coordinates. In a second example, which may include the first example, the vehicle further includes a vehicle navigation system that communicates the current geographic location to the controller. In a third example, which includes one or both of the first and second examples, the vehicle includes the reserve power quantity being a quantity of power that can be supplied to the electric machine when the chemically driven power source is operated within a predetermined maximum power quantity of the chemically driven power source at a current rotational speed of the chemically driven power source.In a fourth example, which incorporates one or more of the first three examples, the vehicle further includes additional executable instructions stored in non-transient memory that cause the controller to retrieve the altitude from the data structure. In a fifth example, which incorporates one or more of the first four examples, the vehicle includes operating the chemically driven power source and the electric machine according to the reserve quantity, including switching on the chemically driven power source to maintain the reserve quantity. In a sixth example, which incorporates one or more of the first five examples, the vehicle includes further adjusting the reserve quantity in response to a mass of the vehicle.In a seventh example, which includes one or more of the first to sixth examples, the vehicle includes the fact that the reserve quantity is further adjusted in response to a distance to a zone boundary.

[0044] The system from the Fig. 1-2B includes a vehicle comprising: a chemically powered power source; an electric machine; a traction battery; a human-machine interface; and a controller containing executable instructions stored in non-transient memory that cause the controller to reference a data structure containing altitude values ​​according to the vehicle's current geographic location and a predetermined distance, to set a reserve amount of traction battery in response to the altitude, and to operate the chemically powered power source and the electric machine according to the reserve amount. In a first example, the vehicle includes the data structure being segmented into a plurality of cells, and the cells being referenced according to longitude and latitude coordinates.In a second example, which may include the first example, the vehicle further includes a vehicle navigation system that communicates the current geographic location to the controller. In a third example, which may include one or both of the first and second examples, the vehicle includes a reserve power quantity that is a quantity of power that can be supplied to the electric machine when the chemically driven power source is operated within a predetermined maximum power quantity at a current speed of the chemically driven power source. In a fourth example, which may include one or more of the first through third examples, the vehicle further includes additional executable instructions stored in non-transient memory that cause the controller to retrieve the altitude from the data structure.In a fifth example, which may include one or more of the first four examples, the vehicle involves operating the chemically driven power source and the electric machine according to the reserve quantity, including switching on the chemically driven power source to maintain the reserve quantity. In a sixth example, which may include one or more of the first five examples, the vehicle involves further adjusting the reserve quantity in response to the vehicle's mass. In a seventh example, which may include one or more of the first six examples, the vehicle involves further adjusting the reserve quantity in response to the distance to a zone boundary.

[0045] With reference to Fig. Figure 3 shows exemplary state-of-charge (SOC) allocations for two different operating modes. Bar 302 represents percentages of the SOC allocation for a basic operating mode, and bar 350 represents percentages of the SOC allocation for a towing / pulling mode (e.g., a mode in which the vehicle is towing a trailer or pulling a load). The total length of each bar represents 100 percent SOC for the traction battery.

[0046] Bar 302 of the basic operating mode includes a charge restriction assignment, as shown in 304, a charge reduction assignment or quantity 306, a charge maintenance assignment or quantity 308, a charge energy reserve assignment or quantity 310, and a discharge restriction assignment or quantity 312. In this mode, a charge restriction assignment 304 can be in the range of 10-15% of the total SOC, the charge reduction assignment or quantity 306 can be in the range of 40-70% of the total SOC, the charge maintenance assignment or quantity 308 can be in the range of 5-15% of the total SOC, the charge energy reserve assignment or quantity 310 can be in the range of 5-15% of the total SOC, and a discharge restriction assignment or quantity 312 can be in the range of 10-15% of the total SOC.

[0047] Bar 350 of the tow / train mode also includes a load restriction assignment, as shown in bar 304, a load reduction assignment or quantity (306), a load maintenance assignment or quantity (308), a load energy reserve assignment or quantity (310), and a discharge restriction assignment or quantity (312). In this mode, a load restriction assignment (304) can be in the range of 10-15% of the total SOC, the load reduction assignment or quantity (306) can be in the range of 10-15% of the total SOC, the load maintenance assignment or quantity (308) can be in the range of 5-10% of the total SOC, the load energy reserve assignment or quantity (310) can be in the range of 45-65% of the total SOC, and a discharge restriction assignment or quantity (312) can be in in a range of 10-15% of the total SOC.

[0048] The battery reserve quantity determined at step 914 of the procedure Fig. The amount of charge reserve allocated is determined by value 9. Additionally, the vehicle traction battery charge maintenance amount can be set in response to attributes of a road located within a radial threshold distance from the vehicle. For example, the traction battery charge maintenance amount and the traction battery charge dissipation amount can be set depending on an increase in elevation from the vehicle's current geographical condition to the maximum elevation of a road within the radial threshold distance from the vehicle, where the road is the one that reaches the highest elevation of all roads within the radial threshold distance from the vehicle.

[0049] With reference to Fig. Figure 4 shows an exemplary sequence of the charge dissipation of a battery. Diagram 400 includes a vertical axis and a horizontal axis. The vertical axis represents the battery's state of charge, and the state of charge increases in the direction of the arrow on the vertical axis. The horizontal axis represents the distance traveled by the vehicle, and the distance traveled increases from the vertical axis in the direction of the arrow on the horizontal axis.

[0050] Line 410 represents the battery charge level. A horizontal line 412 represents a charge maintenance level. Black bars 404 represent times when the vehicle's chemically driven power source (e.g., an internal combustion engine or a fuel cell) is switched on (e.g., rotating and burning fuel or converting hydrogen and oxygen into electrical power).

[0051] At distance D0, the battery state of charge (SOC) is high and the chemically driven power source is not switched on. The battery is supplying charge to power the vehicle (not shown), and the vehicle is operating in all-electric mode. The vehicle is in a charge-depletion mode, in which the battery SOC can be reduced to power the vehicle.

[0052] At distance D1, the vehicle remains in charge reduction mode, but the chemically powered power source is briefly activated to charge the traction battery. The traction battery charge is not reduced at this time, but may be reduced in other examples while the chemically powered power source is activated. The distance between D1 and D2 represents the distance the vehicle travels in charge reduction mode.

[0053] At distance D2, the vehicle enters a charge maintenance mode in which the charge within the traction battery is maintained. This allows the traction battery charge to be preserved, thus reducing degradation of the traction battery.

[0054] Now, the focus is on Fig. Reference is made to Figure 5, a representation of a data structure 500 (e.g., an arrangement of memory locations in control memory). The horizontal cells 502 represent data storage locations within the data structure. The vertical cells 504 also represent data storage locations within the data structure. Each cell, as specified in Figure 506, contains a value 508, which represents an elevation level relative to sea level. The vertical cells 504 can be referenced by geographic longitude coordinates, and the horizontal cells 502 can be referenced by geographic latitude coordinates. The spacing between vertical cells 504 and the spacing between horizontal cells 502 can be adjusted according to the size of the geographic area represented by the data structure 500, the size of the data structure, and the desired resolution of the data structure 500.In one example, there can be two arcminutes between vertical cells and two arcminutes between horizontal cells.

[0055] Each cell 506 contains data (e.g., a value, such as a real number) for a specific geographic area on land, defined by two geographic longitude coordinates and two geographic latitude coordinates. The data structure 500 can be referenced by these two geographic longitude coordinates and two geographic latitude coordinates, and the data structure returns the value contained in the data structure 500 in the cell corresponding to those two geographic longitude coordinates and two geographic latitude coordinates. For example, for the two geographic longitude coordinates and two geographic latitude coordinates representing row one, column one, the data structure 500 returns a value of 30.

[0056] The value (as shown, for example, in cell 508) of each cell contained in data structure 500 represents an elevation or altitude relative to sea level of the highest point selected from all drivable roads located within the geographic area represented by the referenced data structure cell. For example, every road drivable by a vehicle within a geographic area represented by two longitude and two latitude coordinates can reach a maximum altitude. From this group of maximum altitudes, a value for the maximum altitude is determined and entered into the data structure cell represented by the two longitude and two latitude coordinates.Thus, the data structure 500 contains values ​​representing the maximum elevations to which one can drive on the road for each geographic area, defined by two geographic longitude coordinates and two geographic latitude coordinates. Data structures like data structure 500 can be generated from mapped geographic areas and road attribute data (e.g., road elevations).

[0057] Fig. Figure 6 shows how a data structure can be created from a mapped geographic area. The mapped geographic area 600 contains a variety of markers 605 representing different longitude coordinates and a variety of markers 606 representing different latitude coordinates. Areas 610, bounded by longitudinal and lateral markers, are land areas, and darker shades within these areas represent higher elevations. Lighter shades represent lower elevations. When creating a data structure to describe the area shown, each of the areas (e.g., 610) is represented by a cell in a data structure.Each cell in the data structure contains a value representing the elevation or altitude relative to sea level of the highest section of a road, selected from all drivable roads located within the geographic area represented by the referenced data structure cell. Instead of shading, as shown, the data structure of the area displayed in the control memory contains values ​​specifying a maximum road elevation within the geographic area represented by the cell.

[0058] In Fig. Figure 6 shows the current geographical position of the hybrid vehicle via point 602. The area the hybrid vehicle can travel from its current position, where it can receive electric motor assistance while driving uphill, is represented by circle 604. The radius 609 of circle 602 represents the distance the hybrid vehicle can travel from its current position and receive assistance from its electric motor to ascend a hill. This radius can be used as a basis for setting the traction battery charge reserve.

[0059] With reference to Fig. 7 is the mapped geographical area from Fig. 6 reproduced and modified to include an exemplary route 702 (e.g., a road or roads leading to a destination). The areas, positions, and other elements of interest from Fig. 6 are in Fig. 7 replicated. Additionally shows Fig. 7. A route 702, which the area represented by circle 604 can follow, so that the highest elevation within circle 604 that the vehicle can reach on the road can be periodically updated as the vehicle travels along route 702. This can allow the traction battery charge reserve to be sufficient to assist in driving up a road incline within the circle if the vehicle deviates from the planned route.

[0060] With reference to Fig. 8 is the mapped geographical area from the Fig. 6 and Fig. 7 is reproduced and modified to include the area surrounding the exemplary route 702, which is used to determine a maximum elevation at which the hybrid vehicle can travel on the road along the predetermined route 702. The areas, positions, and other elements of interest from the Fig. 6 and Fig. 7 are in Fig. 8 replicated. Fig. Figure 8 also shows area 808 along route 702, which is taken into account for setting the traction battery charge reserve. Area 808 represents a region where the highest elevation within circle 604 that the vehicle can reach via road is determined at various vehicle locations along route 702. This can allow the traction battery charge reserve to be sufficient to assist in driving up a road incline within area 808 if the vehicle deviates from the planned route.

[0061] With reference to Fig. Figure 9 shows a method for generating a data structure for determining a traction battery charge reserve quantity and operating a vehicle according to the traction battery charge reserve quantity. The method from Fig. 9 can be inserted into the system as executable instructions stored in non-transient memory from the Fig. 1-3 are included. The procedure from Fig. Procedure 9 can be performed via one or more controllers. In some examples, at least some of the actions specified in Procedure 900 can be performed by a person. The one or more controllers can receive inputs from one or more sensors described in this document and set the positions or operating states of one or more actuators described in this document in the physical world.

[0062] At step 902, procedure 900 assesses whether a tow / pull mode is selected. The tow / pull mode can be selected via the human-machine interface. If procedure 900 assesses that the tow / pull mode is activated, the answer is yes, and procedure 900 proceeds to step 904. Otherwise, the answer is no, and procedure 900 proceeds to step 950.

[0063] At 950, procedure 900 sets the traction battery reserve quantity (e.g., the amount of charge or a percentage of the total charge capacity of the traction battery that can be supplied to the electric machine when the chemically driven power source is operated within a predetermined maximum power output of the chemically driven power source at a current speed of the chemically driven power source) to a predetermined base quantity or a predetermined base percentage (e.g., 5% of the actual total charge capacity of the traction battery). Procedure 900 can also set a traction battery charge depletion quantity or percentage and a traction battery charge maintenance quantity or percentage. Procedure 900 then terminates.

[0064] In procedure 904, procedure 900 creates a data structure (e.g., an array of locations in control memory) that can be referenced using latitude and longitude coordinates. Each cell or memory location within the data structure contains a value representing the highest elevation above sea level that can be reached by road within the geographic area represented by the cell in the data structure (e.g., the geographic area bounded by two longitude and two latitude coordinates used to reference the data structure). Additionally, the road is the road within the geographic area used to reference the cell within the data structure that reaches the highest elevation within that geographic area.Thus, Procedure 900 can select a road from a multitude of roads within the geographic area used to reference the cell that reaches the highest elevation of the roads within the geographic area used to reference the cell in the data structure. The data structure can contain N rows by M columns of cells, where N and M are real integers. Procedure 900 then transitions to 906.

[0065] In 906, the procedure 900 determines a distance radius (e.g., 609 from Fig. 6), which defines how far the vehicle can travel in any direction and expect assistance from an electric machine to traverse an increasing road gradient. The distance radius can be predetermined based on the traction battery charge capacity, the maximum vehicle load, the maximum vehicle towing capacity, and a maximum expected road gradient. In an example, Method 900 can include a table or function with empirically determined values ​​obtained by operating the vehicle with maximum load and / or towing capacity. The table or function can be referenced by one or more of the traction battery charge capacity, the maximum vehicle load, the maximum vehicle towing capacity, and the maximum expected road gradient.Additionally, in some examples, the distance radius can be dynamically adjusted according to the current vehicle load and / or depending on whether the vehicle is towing a load or not. Procedure 900 transitions to 908 after the distance radius has been determined.

[0066] In procedure 908, procedure 900 determines the current geographic position of the vehicle. The current geographic position of the vehicle can be determined by a navigation system based on global positioning satellite data. Procedure 900 then transitions to 910.

[0067] At 910, procedure 900 assesses whether the vehicle is switched on (e.g., turned on) or whether the vehicle has recently crossed a geographic location represented by geographic coordinates that define a boundary of a cell in the data structure. If so, the answer is yes, and procedure 900 proceeds to 912. Otherwise, the answer is no, and procedure 900 proceeds to the end.

[0068] In step 912, procedure 900 references the data structure from step 904 according to the vehicle's current geographic location and queries it to determine a maximum elevation the vehicle can reach within the vehicle's distance radius determined in step 906. The distance radius can extend over a distance greater than the boundary of a cell in the data structure. For example, the distance radius might be 25 kilometers, and a cell in the data structure might contain the highest elevation of a road located within a 10-kilometer span of the geographic coordinates referencing the cell. Thus, the distance radius can span 2.5 cells within the data structure if the distance radius is orthogonal to the geographic coordinates referencing the cell in the data structure.Procedure 900 retrieves the maximum altitude values ​​for each cell located within the distance radius extending from the vehicle's current geographic location, as shown in . Fig. Figure 6 is shown. From this group of maximum values, procedure 900 selects the maximum value and proceeds to 914.

[0069] In step 914, procedure 900 determines an altitude difference between the vehicle's current altitude and the value representing the maximum of the values ​​retrieved from the data structure in step 904. Procedure 900 then proceeds to step 916.

[0070] For 916, procedure 900 determines a traction battery charge reserve according to the following equation: Predictbateng=(m⋅g⋅Δh+Fdrag(v)⋅dzone2)⋅battratio+AF where Predictbateng is the traction battery charge reserve quantity, m is the vehicle mass, g is the Earth's gravitational constant, Δh is the altitude difference determined at 914, Fdrag is a function that returns a drag force for the vehicle, v is the vehicle speed, dzone is a distance to the vehicle's driving zone boundary (e.g., the distance radius), battratio is a ratio of available maximum battery power to available maximum driver demand power, and AF is a setting factor or a battery charge reserve offset quantity. Procedure 900 transitions to 918.

[0071] At 918, procedure 900 stops the operation of the chemically driven power source and the electric machine according to the traction battery charge reserve quantity. For example, procedure 900 can be based on the exemplary SOC allocation shown by bar 350. Fig. As shown in Figure 3, the internal combustion engine is engaged when the state of charge (SOC) of the traction battery is reduced by 10-15% to maintain the traction battery's SOC and reduce the possibility of consuming part of the traction battery's charge reserve. However, if the vehicle is subject to a driver demand that exceeds the capacity of the internal combustion engine, Procedure 900 can engage the electric motor to meet the increased driver demand. An example of engaging the electric motor to meet driver demand might be driving uphill. Procedure 900 then proceeds to the end.

[0072] According to this, the procedure looks like this: Fig. Section 9 provides for setting a traction battery charge reserve quantity or percentage according to a maximum altitude a vehicle can reach when traveling on a road within a predetermined distance of the vehicle's current geographical position. This can allow the vehicle's internal combustion engine to be assisted by an electric motor to meet driver needs while traversing roads of increasing altitude.

[0073] The procedure from Fig. Section 9 provides a method for operating a vehicle, comprising: setting a vehicle battery charge reserve quantity in response to the maximum elevation of a section of a road within a predetermined distance from the vehicle, wherein the road has the highest elevation among a plurality of roads within the predetermined distance from the vehicle; and setting an engine operation of the chemically driven power source and the vehicle's electric machine in response to the vehicle battery charge reserve quantity. In a first example, the method includes the plurality of roads being roads stored in a database. In a second example, which may include the first example, the method further includes setting the vehicle battery charge reserve in response to a mass of the vehicle.In a third example, which may include one or both of the first and second examples, the method further includes adjusting the vehicle battery charge reserve in response to the vehicle's mass. In a fourth example, which may include one or more of the first through third examples, the method further includes adjusting the vehicle battery charge reserve in response to the vehicle's speed. In a fifth example, which may include one or more of the first through fourth examples, the method includes adjusting the vehicle battery charge reserve by increasing the vehicle battery charge reserve in response to an increase in the road's elevation. In a sixth example, which may include one or more of the first through fifth examples, the method further includes adjusting the vehicle battery charge maintenance rate in response to road attributes.

[0074] The procedure from Fig.Section 9 further provides a method for operating a vehicle, comprising: generating a value for a cell in a data structure according to a maximum elevation of a section of road lying within a geographic area represented by the cell; storing the value in the cell in the data structure; and setting a charge reserve quantity of an electrical energy storage device according to the value. In a first example, the method further comprises setting the operation of the vehicle according to the value, wherein setting the operation of the vehicle includes turning on and off an internal combustion engine. In a second example, which may include the first example, the method includes identifying the geographic area by means of latitude and longitude coordinates.In a third example, which may include one or both of the first and second examples, the method involves the data structure being stored in the memory of a controller. In a fourth example, which may include one or more of the first through third examples, the method involves the charge reserve of the electrical energy storage device being a portion of the total charge storage capacity of a battery.

[0075] It should be noted that the exemplary control and estimation routines contained in this document can be used with various engine and / or vehicle system configurations. The control procedures and routines disclosed herein can be stored as executable instructions in non-transient memory and can be executed by the control system, in combination with the various sensors, actuators, and other internal combustion engine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, and the like. Therefore, various illustrated actions, operations, and / or functions can be performed in the illustrated sequence or in parallel, or in some cases, omitted.Similarly, the processing sequence is not strictly necessary to achieve the features and advantages of the exemplary embodiments described herein, but is provided for the sake of simplification of illustration and description. One or more of the illustrated actions, processes, and / or functions can be performed repeatedly, depending on the specific strategy used. Furthermore, at least some of the described actions, processes, and / or functions can be graphically represented as code that is to be programmed into a non-transient memory of the computer-readable storage medium in the control system.Furthermore, the control actions can transform the operating state of one or more sensors or actuators in the real world when the described actions are performed by executing the instructions in a system that includes the various motor hardware components in combination with one or more controllers.

[0076] This concludes the description. Upon reading it, a person skilled in the art would notice many changes and modifications without altering the essence and scope of the description. For example, I3, I4, I5, V6, V8, V10, and V12 internal combustion engines operating in natural gas, gasoline, diesel, or alternative fuel configurations could benefit from this description.

[0077] According to the present invention, a method for operating a vehicle comprises: setting a vehicle battery charge reserve quantity in response to a maximum elevation of a section of a road within a predetermined distance from the vehicle, wherein the road has the highest elevation of a plurality of roads within the predetermined distance from the vehicle; and setting an operation of a chemically driven power source and electric machine in response to the vehicle battery charge reserve quantity.

[0078] One aspect of the invention involves the multitude of roads that are stored in a database.

[0079] In one aspect of the invention, the method further includes adjusting the vehicle battery charge reserve quantity in response to a mass of the vehicle.

[0080] In one aspect of the invention, the method further includes adjusting the vehicle battery charge reserve quantity in response to the mass of the vehicle.

[0081] In one aspect of the invention, the method further includes adjusting the vehicle battery charge reserve quantity in response to the vehicle's speed.

[0082] In one aspect of the invention, adjusting the vehicle battery charge reserve quantity involves increasing the vehicle battery charge reserve quantity in response to the increasing altitude of the road.

[0083] In one aspect of the invention, the method involves adjusting a vehicle battery charge maintenance quantity in response to road attributes.

[0084] According to the present invention, a vehicle is provided comprising: a chemically powered power source; an electric machine; a traction battery; a human-machine interface; and a controller comprising executable instructions stored in a non-transient memory, which cause the controller to reference a data structure containing altitude values ​​according to a current geographical location of the vehicle and a predetermined distance, to set a reserve quantity of the traction battery in response to an altitude, and to operate the chemically powered power source and the electric machine according to the reserve quantity.

[0085] According to one embodiment, the data structure is segmented into a plurality of cells, and the plurality of cells are referenced according to longitude and latitude coordinates.

[0086] According to one embodiment, the invention is further characterized by a vehicle navigation system that communicates the current geographical location to the control system.

[0087] According to one embodiment, the reserve power quantity is a quantity of power that can be supplied to the electrical machine when the chemically driven power source is operated within a predetermined maximum power quantity of the chemically driven power source at a current rotational speed of the chemically driven power source.

[0088] According to one embodiment, the invention is further characterized by additional executable instructions which are stored in a non-transient memory and cause the controller to retrieve the altitude from the data structure.

[0089] According to one embodiment, operating the chemically driven power source and the electrical machine according to the reserve quantity includes switching on the chemically driven power source to maintain the reserve quantity.

[0090] According to one embodiment, the reserve quantity is further adjusted in response to the mass of the vehicle.

[0091] According to one embodiment, the reserve quantity is further adjusted in response to a distance from a zone boundary.

[0092] According to the present invention, a method for operating a vehicle comprises: generating a value for a cell in a data structure according to a maximum altitude of a section of a road that lies within a geographical area represented by the cell; storing the value in the cell in the data structure; and setting a charge reserve quantity of an electrical energy storage device according to the value.

[0093] In one aspect of the invention, the method involves adjusting the operation of the vehicle according to the value, wherein adjusting the operation of the vehicle includes switching on and off an internal combustion engine.

[0094] In one aspect of the invention, the geographical area is identified via latitude and longitude coordinates.

[0095] In one aspect of the invention, the data structure is stored in a memory of a controller.

[0096] In one aspect of the invention, the charge reserve quantity of the electrical energy storage device is part of the total charge storage capacity of a battery.

Claims

[1] Methods for operating a vehicle, comprising: Setting a vehicle battery charge reserve quantity in response to the maximum elevation of a section of a road within a predetermined distance from the vehicle, wherein the road has the highest elevation of a plurality of roads within the predetermined distance from the vehicle; and Discontinuation of operation of a chemically driven power source and electric machine in response to the vehicle battery charge reserve quantity. [2] Method according to claim 1, wherein the plurality of roads are roads that are stored in a database. [3] Method according to claim 1, further comprising adjusting the vehicle battery charge reserve quantity further as a reaction to a mass of the vehicle. [4] Method according to claim 3, further comprising adjusting the vehicle battery charge reserve quantity further as a reaction to the mass of the vehicle. [5] Method according to claim 4, further comprising adjusting the vehicle battery charge reserve quantity in response to a speed of the vehicle. [6] Method according to claim 1, wherein adjusting the vehicle battery charge reserve quantity includes increasing the vehicle battery charge reserve quantity in response to the increasing altitude of the road. [7] Method according to claim 1, further comprising adjusting a vehicle battery charge maintenance quantity in response to attributes of the road. [8] Vehicle, comprising: a chemically driven power source; an electric machine; a traction battery; a human-machine interface; and a control system that includes executable instructions stored in non-transient memory and causes the control system to reference a data structure containing altitude values ​​according to a current geographical location of the vehicle and a predetermined distance, to set a reserve amount of the traction battery in response to an altitude, and to operate the chemically driven power source and the electric machine according to the reserve amount. [9] Vehicle according to claim 8, wherein the data structure is segmented into a plurality of cells and wherein the plurality of cells are referenced according to longitude coordinates and latitude coordinates. [10] Vehicle according to claim 8, further comprising a vehicle navigation system which communicates the current geographic location to the control unit. [11] Vehicle according to claim 8, wherein the reserve power quantity is a power quantity that can be supplied to the electric machine when the chemically driven power source is operated within a predetermined maximum power quantity of the chemically driven power source at a current rotational speed of the chemically driven power source. [12] Vehicle according to claim 8, further comprising additional executable instructions stored in a non-transient memory which cause the control system to retrieve the altitude from the data structure. [13] Vehicle according to claim 8, wherein operating the chemically powered power source and the electric machine according to the reserve quantity includes switching on the chemically powered power source to maintain the reserve quantity. [14] Vehicle according to claim 8, wherein the reserve quantity is further adjusted in response to a mass of the vehicle. [15] Vehicle according to claim 8, wherein the reserve quantity is further adjusted in response to a distance to a zone boundary.

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