Hybrid vehicle state-of-charge control

Abstract

To provide a hybrid vehicle control system and method for controlling a state of charge of energy storage means, for remedying noise and air pollution occurring at an end of journeys / routes.SOLUTION: The present invention relates to a control system and method for controlling a state of charge of energy storage means of a hybrid electric vehicle. The control system comprises one or more electronic controllers. The one or more electronic controllers are configured to: receive destination data; determine a route to be travelled by the vehicle, the route including one or more characteristics in accordance with the received destination data; and control the state of charge of the energy storage means according to the route to allow the vehicle to travel an end portion of the route in an electric-only mode.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] HYBRID VEHICLE CONTROL SYSTEM AND METHOD FIELD OF THE DISCLOSURE The present disclosure relates to hybrid vehicle control systems and methods, particularly but not exclusively, to hybrid vehicle control systems and methods for controlling the state of charge of an energy storage means. [Background technology]

[0002] A plug-in hybrid electric vehicle (PHEV) is capable of running in electric only mode depending on the state of charge of the vehicle's energy storage means, such as a high voltage battery or batteries. If the vehicle's high voltage battery or other storage means is depleted and the vehicle is in a charge-maintaining mode, the vehicle cannot run in electric only mode. This may mean that at the end of a journey, the vehicle's energy storage means is often depleted, so the final part of the journey cannot be driven in electric only mode. This results in the plug-in hybrid electric vehicle using the internal combustion engine to drive the final part of the journey, resulting in ambient air and noise pollution in built-up areas that are often present at the end of the route / journey. Summary of the Invention

[0003] It is an object of the present invention to address one or more shortcomings associated with the prior art, for example ameliorating noise and air pollution occurring at the end of a journey / route.

[0004] Aspects and embodiments of the present invention provide a control system, a vehicle system, a vehicle, a method and computer software as set out in the accompanying claims.

[0005] According to one aspect of the invention, there is provided a control system for controlling a state of charge of an energy storage means of a hybrid electric vehicle, the control system comprising one or more electronic controllers configured to receive destination data and determine a route to be travelled by the vehicle, the route including one or more characteristics dependent on the received destination data, and configured to control the state of charge of the energy storage means in response to the route to enable the vehicle to travel at an end of the route in electric only mode.

[0006] The advantage is that it provides reduced air and / or noise pollution at the end portions of the route, which are typically located in constructed populated areas.

[0007] The one or more controllers may collectively comprise at least one electronic processor having electrical inputs for receiving destination data and information relevant to determining a route to be traveled by the vehicle, and at least one electronic memory device electrically coupled to the at least one electronic processor and having instructions stored thereon, and the at least one electronic processor may be configured to access and execute instructions on the at least one electronic memory device so as to cause the control system to determine a route to be traveled by the vehicle and to control the state of charge of the energy storage means.

[0008] The one or more characteristics of the route may include at least one of a length of the route, an expected speed profile, a grade profile, an expected traffic flow profile, and availability of a vehicle charger at an end of the route.

[0009] The destination data may be received from at least one input by a user of the vehicle.

[0010] Controlling the state of charge of the energy storage means may include selecting an energy management mode for at least a portion of the route. The energy management mode may be a charging mode or a harvesting mode. The charging mode may include controlling an engine of the vehicle to provide torque to enable electrical energy generation. The one or more electronic controllers may include segmenting the route into a plurality of segments depending on one or more characteristics of the route and assigning an energy management mode to one or more of the plurality of segments.

[0011] Controlling the state of charge of the energy storage means may include controlling the vehicle's electric energy usage, the vehicle's electric energy storage, and / or the vehicle's electric energy production.

[0012] The end portion of the route may be substantially the last 1-2 km, optionally the last 1.5 km of the route.

[0013] Controlling the vehicle's electric energy storage may include allowing the state of charge of the vehicle's energy storage means to fall below the vehicle's maintain charge threshold and the vehicle to travel a final portion of the route in electric only mode.

[0014] Controlling the vehicle's electric energy storage may include allowing the state of charge of the vehicle's energy storage means to fall below a maintain charge threshold depending on the availability of at least one vehicle charger at an end of the route.

[0015] According to one aspect of the invention, a vehicle system is provided that includes a control system and one or more components of a powertrain of a hybrid electric vehicle.

[0016] According to one aspect of the present invention, a vehicle is provided that includes a control system or vehicle system.

[0017] According to one aspect of the invention, there is provided a method of controlling a state of charge of an energy storage means of a hybrid electric vehicle, the method comprising: receiving destination data; determining a route to be traveled by the vehicle in dependence on the received destination data, the route including one or more characteristics; and controlling a state of charge of the energy storage means based on the route to enable the vehicle to travel an end of the route in electric only mode.

[0018] The one or more characteristics of the route may include at least one of a length of the route, an expected speed profile, a gradient profile, an expected traffic flow profile, and availability of a charger at an end of the route.

[0019] The destination data is received from at least one input by a user of the vehicle.

[0020] Controlling the state of charge of the energy storage means may comprise selecting an energy management mode for at least a portion of the route. The energy management mode may be a charging mode or a harvesting mode. The charging mode may comprise controlling an engine of the vehicle to provide a torque to enable electrical energy generation.

[0021] The method may include segmenting the route into a plurality of segments depending on one or more characteristics of the route, and assigning an energy management mode to one or more of the plurality of segments.

[0022] Controlling the state of charge of the energy storage means may include controlling the vehicle's electric energy usage, the vehicle's electric energy storage, and / or the vehicle's electric energy production.

[0023] Controlling the vehicle's electric energy storage may include allowing the state of charge of the vehicle's energy storage means to fall below the vehicle's maintain charge threshold and the vehicle to travel a terminal portion of the route in electric only mode.

[0024] Controlling the vehicle's electric energy storage may include allowing the state of charge of the vehicle's energy storage means to fall below a maintain charge threshold depending on the availability of at least one vehicle charger at the end of the route.

[0025] According to one aspect of the present invention, there is provided a non-transitory computer-readable medium comprising computer-readable instructions that, when executed by a processor, perform any one or more of the methods described herein.

[0026] Within the scope of this application, it is expressly intended that the various aspects, embodiments, examples and alternatives described in the preceding paragraphs, claims and / or the following description and drawings, in particular their individual features, may be taken independently or in any combination. That is, all embodiments and / or features of any embodiment may be combined in any manner and / or combination, except where such features are incompatible. Applicant reserves the right to modify the originally submitted claims or to submit new claims accordingly, including the right to amend the originally submitted claims to rely on and / or incorporate any features of other claims, even if not originally so claimed. [Brief description of the drawings]

[0027] One or more embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings.

[0028] [Figure 1] FIG. 1 is a diagram illustrating an example of a vehicle. [Figure 2A] FIG. 2A is a schematic diagram illustrating an example of a control system. [Figure 2B] FIG. 2B is a schematic diagram illustrating an example of a non-transitory computer readable medium. [Diagram 3] FIG. 3 is a diagram illustrating an example of a vehicle system. [Figure 4] FIG. 4 illustrates an example of the method. [Diagram 5] FIG. 5 is a diagram illustrating an example of a scenario. [Figure 6] FIG. 6 is a diagram illustrating an example of a scenario. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0029] Embodiments of the present disclosure relate to controlling the state of charge of an energy storage means of a hybrid electric vehicle. In embodiments, the energy storage means may be any suitable energy storage means for powering one or more electric traction motors of the hybrid electric vehicle to propel the vehicle.

[0030] In embodiments, the energy storage means may be considered as one or more components configured to store energy, an energy storage circuit, an energy storage device, an energy storage mechanism, etc. In embodiments, the energy storage means consists of or is one or more traction batteries, which may be one or more high voltage batteries.

[0031] In an embodiment, the state of charge of the energy storage means is controlled depending on the route such that the vehicle is able to travel a terminal portion of the route in electric only mode. In an embodiment, the terminal portion of the route is substantially the last 1-2 km of the route, optionally the last 1.5 km. In an embodiment, the end portion of the route is substantially the last mile, i.e. 1.62 km, of the route.

[0032] Controlling the state of charge of the energy storage means to allow the vehicle to travel the terminal part of the route in electric-only mode is advantageous, for example to provide a reduction in air and / or noise pollution in the terminal part of the route, which is typically in built-up populated areas. Furthermore, this may improve awareness of the electric-only mode of the vehicle.

[0033] One or more of the features described in connection with Figures 1, 2A, 2B, and 3 may also be found in the other figures.

[0034] 1 illustrates an example of a vehicle 10 in which embodiments of the present invention may be implemented. In the illustrated example, the vehicle 10 is a hybrid electric vehicle 16 (HEV). In some, but not necessarily all, examples, the vehicle 10 is a passenger vehicle, also referred to as a car or automobile. In other examples, embodiments of the present invention may be implemented in other applications, such as industrial vehicles.

[0035] In an embodiment, the hybrid electric vehicle 16 has an electric-only propulsion mode, among other propulsion modes. In an embodiment, the HEV is configured to operate as a parallel HEV. A parallel HEV consists of a torque route between an engine and at least one vehicle wheel and a torque route between an electric traction motor and at least one vehicle wheel. The torque routes can be separated by a torque route connector, such as a clutch. A parallel HEV differs from a series HEV in that in a series HEV, the purpose of the engine is to generate electrical energy and there is no torque route between the engine and the vehicle wheels.

[0036] 2A illustrates an example of a control system 12. In the illustrated example, the control system 12 is for controlling the state of charge of an energy storage means 14 of a hybrid electric vehicle 16.

[0037] In an embodiment, any suitable control system 12 for controlling the state of charge of an energy storage means 14 of a hybrid electric vehicle 16 may be used.

[0038] 2A includes an electronic controller 18. In other embodiments, the control system 12 includes multiple electronic control units 18 on-board and / or off-board the vehicle 10,16.

[0039] The electronic controller 18 of FIG. 2A comprises at least one electronic processor 24 and at least one electronic memory device 28 electrically coupled to the at least one electronic processor 24 and having instructions 30 (e.g., a computer program) stored thereon, the at least one electronic memory device 28 and the instructions 30 configured, in conjunction with the at least one electronic processor 24, to perform any one or more of the methods or techniques described herein.

[0040] Thus, FIG. 2A illustrates a control system 12 for controlling the state of charge of an energy storage means 14 of a hybrid electric vehicle 16, the control system 12 including one or more electronic controllers 18, the one or more electronic controllers 18 including: Receive destination data; determining a route 20 to be traveled by the vehicle 16 (the route 20 including one or more characteristics depending on the received destination data); It is arranged to control the state of charge of the energy storage means 14 depending on the route 20 so that the vehicle 16 can travel at the end 22 of the route 20 in electric only mode.

[0041] In an embodiment, the ending portion of the route is substantially the last 1-2 km, optionally the last 1.5 km of the route. In an embodiment, the terminal portion of the route is substantially the last mile or 1.62 km of the route.

[0042] Further therefore, FIG. 2A illustrates a control system 1, in which one or more controllers 18 collectively: at least one electronic processor 24 having electrical inputs for receiving destination data and information relevant to determining the route 20 to be traveled by the vehicle 16; and at least one electronic memory device 28 electrically coupled to the at least one electronic processor 24 and having instructions 30 stored thereon; At least one electronic processor 24 is configured to access at least one electronic memory device 28 and execute instructions 30 thereon to cause the control system 12 to determine the route 20 to be traveled by the vehicle 16 and to control the state of charge of the energy storage means 14.

[0043] Figure 2B illustrates a non-transitory computer-readable storage medium 40 that includes instructions 30 (computer software) that, when executed by processor 24, perform the method of Figure 4 and / or methods described herein.

[0044] 3 illustrates an example of a vehicle system 38. In the illustrated example, the vehicle system 38 is a system for controlling the state of charge of the energy storage means 14 of the hybrid electric vehicle 16.

[0045] FIG. 3 also illustrates an example of a vehicle 10, such as a hybrid electric vehicle 16, that includes a control system 12 as described herein and / or a vehicle system 38 as described herein.

[0046] In the example of Figure 3, vehicle system 38 includes control system 12, which may be as described in relation to Figure 2A. In the example of Figure 3, vehicle system 38 has further vehicle system(s) 42, one or more transceivers 44, and one or more user interfaces 46.

[0047] 3, control system 12 provides a means for controlling operation of vehicle systems 38. However, any suitable means for controlling operation of vehicle systems 38 may be used in embodiments.

[0048] The control system 12 of FIG. 3 may include a hybrid powertrain control module; an engine control unit; a transmission control unit; a traction battery management system; and the like.

[0049] As shown in the example of Figure 3, elements 42, 44, 46 are operatively coupled to control system 12, and there may be any number or combination of intervening elements between them (including no intervening elements). In some examples, at least some of elements 42, 44, 46 are operatively coupled to one another and / or share one or more components. Additionally or alternatively, elements 42, 44, and 46 may be operatively coupled to and / or share one or more components with other elements not shown in the example of Figure 3.

[0050] In examples, the one or more vehicle systems 42 are any suitable vehicle system(s) 42 of the vehicle 10, 16. For example, the one or more vehicle systems 42 may comprise any suitable vehicle system(s) 42 of the vehicle 10, 16 that are at least partially controllable by the control system 12. In examples, the one or more vehicle systems 42 comprise one or more vehicle systems 42 used in controlling the state of charge of the energy storage means 14 of the hybrid electric vehicle 16.

[0051] Vehicle system(s) 42 may be additional vehicle system(s) 42 included in vehicle systems 38. In an embodiment, one or more vehicle systems 42 include one or more vehicle components involved in electric energy usage of vehicle 10, and / or one or more vehicle components involved in electric energy storage of vehicle 10, and / or one or more vehicle components involved in electric energy generation of vehicle 10.

[0052] In some embodiments, the one or more vehicle systems 42 include one or more components of a hybrid electric vehicle powertrain. Thus, in embodiments, a vehicle system 38 is provided that includes the control system 12 described herein and one or more components of a hybrid electric vehicle powertrain.

[0053] In some embodiments, the hybrid electric vehicle powertrain includes at least one engine. The engine may be a combustion engine. In some embodiments, the engine is an internal combustion engine.

[0054] Control system 12, in an embodiment, is operatively coupled to the engine such that the control system can control the engine's output torque, which may be controlled by controlling one or more of the following, depending on the type of engine: air / fuel ratio, spark timing, poppet valve lift, poppet valve timing, throttle opening, fuel pressure, turbocharger boost pressure, and / or the like.

[0055] In an embodiment, the hybrid electric vehicle powertrain includes at least one electric traction motor, which may be an AC induction motor or a permanent magnet motor, another type of motor, or any suitable combination of such motors.

[0056] The control system 12, in an embodiment, is operatively coupled to at least one electric traction motor such that the control system can control the output torque of the electric traction motor(s). In an embodiment, at least one of the at least one electric traction motor is configured to provide torque to enable the vehicle 10, 16 to run in an electric-only mode.

[0057] In some embodiments, the one or more vehicle systems 42 include the energy storage 14 of the vehicle 10. In some embodiments, the energy storage 14 may be part of a powertrain of a hybrid electric vehicle.

[0058] In an embodiment, the energy storage means 14 comprises one or more traction batteries, which may be high voltage batteries, configured to store electric energy for the electric traction motor(s).

[0059] In an embodiment, one or more traction batteries provide a nominal voltage required by power users, such as electric traction motors. If the electric traction motors operate at a different voltage, a DC-DC converter or the like may be provided to convert the voltage. In an embodiment where an AC motor is used, an inverter may be used to power it from a DC source.

[0060] In some embodiments, the traction battery or batteries are high voltage batteries. High voltage traction batteries provide a nominal voltage of hundreds of volts, as opposed to mild HEV traction batteries that provide a nominal voltage of tens of volts. The traction battery or batteries may have a voltage and capacity to support only sustained distance driving. The traction battery or batteries may have a capacity of several kilowatt hours to maximize range. The capacity may be tens of kilowatt hours, or even hundreds of kilowatt hours or more.

[0061] In an embodiment, one or more vehicle systems 42 include one or more energy recovery systems of vehicle 10 .

[0062] In embodiments, the one or more energy regeneration systems of vehicle 10 may comprise any suitable system for generating energy, such as electrical energy, while vehicle 10 travels to a desired destination. In embodiments, the one or more energy regeneration systems include one or more regenerative braking systems, one or more solar regeneration systems, etc. Other energy regeneration systems may be useful, such as any regeneration system configured to convert the kinetic energy of the vehicle into electrical energy that can be used to charge energy storage means 14.

[0063] In an embodiment, one or more electric traction motors may form at least a portion of the energy recovery system(s) of vehicle system 42.

[0064] In an embodiment, control system 12 provides a means for controlling the operation of one or more vehicle systems 42. Information may be transmitted between control system 12 and one or more vehicle systems 42. For example, control information may be sent from control system 12 to one or more vehicle systems 42 and / or information from one or more vehicle systems 42, such as information regarding the energy storage level of vehicle 10, may be sent to control system 12.

[0065] This is illustrated in the example of FIG. 3 by the double arrows connecting one or more vehicle systems 42 to the control system 12 .

[0066] The one or more user interfaces 46 may comprise any suitable user interface(s) for receiving or configured to receive user input from a user, such as one or more occupants of the vehicle 10. For example, any suitable user interface(s) 46 may receive at least one input by a user of the vehicle to provide destination data and / or route information and / or location information for the vehicle 10, 16.

[0067] That is, in some examples, the one or more user interfaces 46 provide a means for a user, such as an occupant or user of the vehicle 10, to input destination data.

[0068] In an embodiment, the one or more user interfaces 46 may include one or more displays, one or more keyboards, one or more touch-sensitive inputs, one or more joysticks, one or more microphones, one or more cameras, one or more radar interfaces, and / or one or more proximity sensors, etc.

[0069] In an embodiment, the control system 12 provides a means for controlling the operation of one or more user interfaces 46. Information may be transmitted between the control system 12 and the one or more user interfaces 46. For example, control information may be sent from the control system 12 to the one or more user interfaces 46, and / or information, such as destination data entered via the one or more user interfaces 46, may be sent from the control system 12 to the one or more user interfaces 46. This is illustrated in the example of FIG. 3 by the double arrow connecting the one or more user interfaces 46 to the control system 12.

[0070] The one or more transceivers 44 are for receiving and / or transmitting one or more signals. For example, the one or more transceivers 44 may be for receiving and / or transmitting one or more wireless signals. Any suitable transceiver or transceivers may be used, and in some examples, separate transmitter(s) and / or receiver(s) may be used.

[0071] The one or more transceivers 44 are for transmitting and / or receiving wireless signals over any suitable range. For example, the one or more transceivers 44 may be configured to receive and / or transmit electromagnetic signals over any suitable range.

[0072] In some examples, the one or more transceivers 44 are configured to receive and / or transmit electromagnetic signals using one or more short-range protocols, such as Bluetooth® and / or Wi-fi®. Additionally or alternatively, the one or more transceivers 44 may be configured to receive and / or transmit electromagnetic signals using one or more longer-range protocols, such as one or more cellular phone protocols.

[0073] In an embodiment, the one or more transceivers 44 are for transmitting and / or receiving wireless signal(s) constituting information. For example, the one or more transceivers 44 may be configured to transmit and / or receive wireless signal(s) including destination data and / or route information and / or location information for the vehicles 10, 16.

[0074] In an embodiment, the one or more transceivers 44 are configured to receive one or more signals from a personal device of a user of the vehicle 10, such as a mobile phone, to enable the vehicle user to input information, such as destination data.

[0075] In an embodiment, one or more transceivers 44 may be used to receive information, such as destination data, from or transmit information to a personal device of a user, such as a passenger of vehicle 10, and may thus be considered at least a part of one or more user interfaces.

[0076] In an embodiment, the control system 12 provides a means for controlling the operation of the one or more transceivers 44. Information may be transmitted between the control system 12 and the one or more transceivers 44. For example, control information may be transmitted from the control system 12 to the one or more transceivers 44 and / or data / information may be received in one or more wireless signals transmitted to the control system 12. This is illustrated in the example of Figure 3 by the double arrow connecting the one or more transceivers 44 to the control system 12.

[0077] In an embodiment, control system 12 provides a means for controlling elements of vehicle systems 38. Control system 12 may be configured to control elements of vehicle systems 38 using one or more wired or wireless network systems / protocols. For example, USB, HTMI, Bluetooth, Wi-Fi, CAN, LIN, i2c, FNET, FBD-link, UART, SBI, etc. may be used.

[0078] In the example of FIG. 3, the vehicle system 38 is configured on-board the vehicle 10 which is a hybrid electric vehicle 16 .

[0079] Vehicle system 38 may be comprised of any number of additional elements not shown in the example of Figure 3. Additionally or alternatively, one or more elements of vehicle system 38 illustrated in the example of Figure 3 may be integrated and / or combined. For example, one or more transceivers 44 and one or more user interfaces 46 may be at least partially combined.

[0080] 3 may be omitted from the vehicle system 38. For example, one or more of the transceivers 44 may be omitted from the vehicle system 38.

[0081] 4 illustrates an example of a method 400 for controlling a state of charge of an energy storage means 14 of a hybrid electric vehicle 16. In an embodiment, the vehicle 10, 16 may be a vehicle 10, 16 as illustrated in FIG. 1 and / or FIG. 3.

[0082] In an embodiment, method 400 is performed by control system 12 of Figure 2A or Figure 3 or vehicle system 38 of Figure 3. That is, in an embodiment, control system 12 described herein has means for performing method 400. However, any suitable means for performing method 400 may be used.

[0083] At block 402, destination data is received. In embodiments, the destination data may be received in any suitable manner. In some embodiments, the destination data is received from at least one input by a user of the vehicle 10, 16.

[0084] For example, at least one input by a user of the vehicle 16 may be provided using one or more user interfaces 46, as described in connection with FIG.

[0085] In an embodiment, destination data provides information regarding a destination to which vehicle 16 is to travel, i.e., in an embodiment, destination data provides information regarding an end point of a route to be traveled by vehicle 16.

[0086] Any suitable destination data in any suitable format may be used, for example, any suitable destination data that enables a route to a desired destination to be determined.

[0087] At block 404, a route 20 to be traveled by the vehicle 10, 16, the route 20 including one or more characteristics, is determined depending on the received destination data. Any suitable method for determining the route 20 to be traveled by the vehicle 10, 16 depending on the received destination data may be used.

[0088] As used herein, determining the route 20 is intended to include processing information such as destination data, the current location of the vehicle 10, 16, and map information to determine the route 20, as well as receiving the route 20 to be traveled by the vehicle.

[0089] In some examples, a user of the vehicle 10, 16 may confirm the route to be traveled by making one or more inputs via one or more user interfaces 46 of FIG.

[0090] In an embodiment, the characteristics of the route 20 include any suitable property or characteristic of the route 20 that the control system 12 can use to control the state of charge of the energy storage means 14 of the vehicles 10, 16 so that the vehicles 10, 16 can travel at the end 22 of the route 20 in electric-only mode.

[0091] In some embodiments, the one or more characteristics of the route include at least one of a length of the route, an expected speed profile, a gradient profile, an expected traffic flow profile, and the availability of a vehicle charger at an end of the route.

[0092] In an embodiment, the length of the route may be considered to be the total distance traveled by the vehicles 10 , 16 along the route 20 .

[0093] In an embodiment, the expected speed profile may be considered as a profile of the expected speed of the vehicles 10, 16 along the route 20. The expected speed profile may be influenced by many factors.

[0094] For example, the expected speed profile may be influenced by one or more of the speed limits along the route 20, the average speed along the route 20, traffic information along the route 20, etc. The expected traffic flow profile may be further refined based on the expected speed profile using predictive and / or historical traffic information based on the day of the week and time of day that the journey is expected to begin and end. The expected traffic flow profile may be calculated on-board the vehicle 10, 16 and / or may be calculated remotely and provided as a cloud-based service accessible to the vehicle 10, 16 and / or to a portable electronic device, such as a mobile phone, carried by a user of the vehicle 10, 16.

[0095] In some embodiments, the expected speed profile may be influenced by and / or be influenced by an expected traffic flow profile. The expected speed profile may represent expected speed variations of the vehicle 16 along the route 20. In embodiments, the expected speed profile may be determined for different segments of the route 20.

[0096] In an embodiment, the grade profile may be considered to be the grade or profile of grades that the vehicle 10, 16 encounters as it travels along the route 20 to the destination. Such information may enable, for example, the determination of sections of the route 20 where energy may be regenerated by the vehicle 10, 16.

[0097] In an embodiment, a vehicle charger may be considered to be a charger configured to charge the energy storage means 14 of a vehicle 16 .

[0098] In block 406, the state of charge of the energy storage means 14 is controlled depending on the route 20 such that the vehicle 10, 16 is able to travel in electric only mode on the end portion 22 of the route 20. For example, the end portion 22 of the route 20 may be, in an embodiment, the 1.5 km end of the route 20.

[0099] Any suitable method can be used to control the state of charge of the energy storage means 14 depending on the route 20 so that the vehicles 10, 16 can travel the end portion 22 of the route 20 in electric only mode.

[0100] In an embodiment, the amount of energy required to travel the end 22 of the route 20 in electric only mode may be determined or estimated, and the state of charge of the energy storage means 14 may be controlled as the vehicles 10, 16 travel along the route 20 to ensure that there is sufficient charge in the energy storage means 14 to enable the vehicles 10, 16 to travel the end 22 of the route 20 in electric only mode.

[0101] In an embodiment, controlling the state of charge of the energy storage means 14 includes determining opportunities for energy harvesting via regeneration to enable an electric-only mode on the distal portion 22 of the route 20 .

[0102] In embodiments, controlling the state of charge of the energy storage means includes controlling the vehicle's 16 electrical energy usage, the vehicle's 16 electrical energy storage, and / or the vehicle's 16 electrical energy production.

[0103] For example, controlling the state of charge of the energy storage means 14 may include controlling the use of the electric motor(s) of the vehicle 16; controlling the use of the energy regeneration system(s) of the vehicle 16; and / or controlling the state of the charge threshold of the energy storage means 14 of the vehicle 16.

[0104] In an embodiment, controlling the electric energy storage of the vehicle 16 includes allowing the state of charge of the energy storage means 14 of the vehicle 16 to fall below a maintain charge threshold of the vehicle 16 and for the vehicle 16 to travel to the end 22 of the route 20 in electric-only mode.

[0105] In an embodiment, the maintain charge threshold may be considered a threshold around which the state of charge of the energy storage means is maintained. In an embodiment, the state of charge of the energy storage means 14 may temporarily fall below the maintain charge threshold due to transient energy demands. However, the vehicle 10, 16 attempts to recharge the energy storage means 14 in order to maintain the state of charge of the energy storage means 14 above the maintain charge threshold.

[0106] In some embodiments, controlling the electric energy storage of the vehicle 16 includes allowing the state of charge of the energy storage means 14 on the vehicle 16 at the end 22 of the route 20 to fall below a maintain charge threshold to enable the vehicle 16 to travel at the end 22 of the route 20 in electric-only mode.

[0107] In some embodiments, controlling the electric energy storage of the vehicle 16 includes allowing the state of charge of the energy storage means 14 of the vehicle 16 to fall below a maintain charge threshold dependent on the availability of at least one vehicle charger at an end of the route 20.

[0108] In an embodiment, the vehicle 16 has an energy management mode that can be used to control the state of charge of the energy storage means 14 of the vehicle 16 .

[0109] Thus, in an embodiment, controlling the state of charge of the energy storage means 14 includes selecting an energy management mode for at least a portion of the route 20. In some embodiments, the energy management mode may be selected for the entire route 20.

[0110] In an embodiment, the energy management mode is a charging mode or a harvesting mode.

[0111] In the charging mode, the energy storage means 14 of the vehicle 16 is charged by the engine of the vehicle 16 .

[0112] In harvesting mode, energy is stored by inhibiting the use of one or more electric motors of the vehicle 16 to provide positive torque. For example, in harvesting mode, torque assist, in which torque from an electric motor can substitute for a portion of the torque from the internal combustion engine, may be inhibited. In harvesting mode, the electric motor or motors may be used to convert kinetic energy of the vehicle into electrical energy, which may be used to recharge the energy storage means 14.

[0113] Thus, in an embodiment, the charging mode includes controlling an engine of vehicle 16 to provide torque to facilitate electrical energy production. In an embodiment, the amount of torque provided by the engine of vehicle 16 can be controlled to control the amount of electrical energy produced.

[0114] That is, depending on the route 20, energy generation may be given a higher or lower priority so that there is sufficient energy to enable the terminal portion 22 of the route 20 to be run in electric-only mode.

[0115] In some examples, the method 400 includes segmenting the route 20 into a number of segments 32 depending on one or more characteristics of the route and assigning an energy management mode to one or more of the number of segments 32. See, e.g., Figures 5 and 6.

[0116] In an embodiment, route 20 may be segmented into multiple segments 32 using any suitable method.

[0117] In an embodiment, route 20 may be segmented into multiple segments 32 depending on the length of route 20, the expected speed profile along route 20, the expected grade profile along route 20, the expected traffic flow profile of the route, and / or the availability of vehicle chargers at the ends of route 20.

[0118] In an embodiment, the method 400 can be adaptive, i.e. if the route 20 changes, the control system 12 can adapt the control of the state of charge of the energy storage means 14 depending on the change, so that the end portion 22 of the route 20 can be run in electric-only mode.

[0119] For example, the expected speed profile and / or traffic profile of the route 20 may change, e.g., due to changes in traffic along the route 20, and control of the state of charge of the energy storage means 14 may change depending on the change, e.g., by changing the amount of energy harvested and / or obtained by charging by the engine.

[0120] In an embodiment, the segmentation of the route 20 may change dynamically depending on the dynamically changing characteristics of the route 20 .

[0121] A technical effect of the method 400 is the reduction of noise and / or air pollution at the end portions of a route 20 that are typically built up and populated.

[0122] In some embodiments, an electric-only speed threshold is used to allow the vehicle 16 to travel in electric-only mode on a terminal portion 22 of the route 20. In such an example, the route 20 is divided into a number of segments 32, each having an associated speed, length, and gradient. The last segment may be considered the terminal portion 22 of the route 20.

[0123] The route 20 may be divided into speed zones, for example 0-5 kph, 5-10 kph, 10-15 kph, etc., up to a maximum zone, for example 145-150 kph, however, any suitable speed zone may be used in embodiments.

[0124] The energy demand of each segment 32 of the route 20 may be determined or estimated using Equation 1 below.

[0125]

number

[0126] The road load factor takes into account factors such as vehicle mass, air resistance, road resistance, etc. The road load factor may be determined in any suitable manner. For example, the road load factor may be determined using theory, using one or more models, using one or more experiments, and / or using one or more simulations, etc.

[0127] The energy demand of the last segment 32 of the route 20, i.e. the terminal portion 22, can be determined using the above formula. This can be considered as Initial[J].

[0128] The total energy stored in the energy storage means 14 is calculated as (Etotal [J]), and the energy available for the segments 32 excluding the final segment 32 can be calculated via Equation 2:

[0129]

number

[0130] All energies in a speed band for segments 32 other than the final segment can be summed, starting with the lowest band, until the sum reaches Eavailable.

[0131] The electric-only speed threshold for route 20 is the average speed of the last or highest speed band that can be covered by Eavailable. In this way, the electric-only speed threshold for route 20 can be determined so that the end portion 22 of route 20 can be traveled in electric-only mode.

[0132] FIG. 5 is a diagram showing an example of control of the state of charge of the power storage means 14 of the hybrid electric vehicle 16. In FIG.

[0133] In the top part of Figure 5 a route 20 is shown diagrammatically, with a terminal portion 22 of the route 20 on the right hand side of the figure. The example in Figure 5 is not drawn to scale. The gradient profile of the route is shown diagrammatically.

[0134] The bottom part of Figure 5 plots the state of charge of the energy storage means 14 of the vehicle 16 on the y-axis against route distance on the x-axis. The solid line 48 on the plot shows the state of charge of the energy storage means 14 when the energy storage means 14 is not controlled so that the vehicle travels the terminal portion 22 of the route 20 in electric only mode.

[0135] The dashed and dotted line 50 illustrates the state of charge of the energy storage means 14 with the controls described herein. The dashed line 34 in the plot of FIG.

[0136] 5, route 20 is segmented into six different portions or segments 32, labelled A through F, depending on the characteristics of route 20. The terminal portion 22 of route 20 is portion F, which in this example is the last 1.5 km of route 20.

[0137] In the example of Figure 5, route 20 is segmented according to the gradient profile and expected speed profile of route 20. Additionally, in the example of Figure 5, there are no vehicle chargers at the end of route 20.

[0138] Segments A and B are separated in the example because segment A has a lower speed limit than segment B.

[0139] In the example of FIG. 5, segment C is determined to depend at least on an upward gradient, and segment D is determined to depend at least on a downward gradient.

[0140] Sections E and F are segmented to create a section of terminal portion 22 of route 20 .

[0141] First, consider the solid line 48 of the plot in FIG. 5 without controlling the state of charge of the energy storage means 14 as described herein.

[0142] As can be seen by solid line 48, at the start of the journey, the state of charge of the energy storage means 14 is high and the vehicle proceeds in electric-only mode depleting the state of charge of the energy storage means 14. Without state of charge control, the state of charge of the energy storage means 14 would continue to deplete until the maintain charge threshold 34 is hit, at which point the state of charge of the vehicle 16 is maintained at the maintain charge threshold 34. In this scenario, because the vehicle is in the maintain charge state, the traction motors will not be used to provide electric-only propulsion until the battery state of charge rises above the maintain charge threshold 34.

[0143] It is therefore clear that without control of the state of charge of the energy storage means 14 along the route 20 of FIG. 5, the last part 22, F of the route 20 cannot be run in electric only mode.

[0144] Consider now the dashed-dotted line 50 which indicates the charged state of the power storage means 14 when controlled as in this specification.

[0145] In section A, the vehicle 16 also runs in electric-only mode depleting the state of charge of the energy storage means 14. However, in section B, the state of charge of the energy storage means 14 is preserved, in this embodiment by use of the engine of the vehicle 16.

[0146] In section C, the vehicle has to travel on a slope and some energy from the energy storage means 14 is used to assist in reducing the state of charge.

[0147] However, in section D, the vehicle 16 travels downhill, allowing for energy regeneration to increase the state of charge of the vehicle 16. In section D, the vehicle 16 goes into harvesting mode.

[0148] In section E, the vehicle's state of charge is again maintained to ensure that the energy storage means 14 of the vehicle 16 has a sufficient state of charge to enable the vehicle 16 to travel to the end 22 of the route 20 (section F) in electric-only mode.

[0149] Thus, in the example of Fig. 5 it can be seen that by controlling the state of charge of the energy storage means 14 depending on the route, the electric-only mode in the end part 22 can reduce air and noise pollution in the end part 22. Furthermore, doing so can improve awareness of the electric-only mode of the vehicle.

[0150] 5, the amount of energy required to travel the terminal portion 22 of the route 20 in electric-only mode is determined, and the state of charge is controlled along the planned route 20 to provide sufficient energy at the terminal portion 22. For example, it may be decided to maintain the state of charge at section B and to put the vehicle 16 into harvesting mode at section D.

[0151] FIG. 6 is a diagram showing an example of control of the state of charge of the power storage means 14 of the hybrid electric vehicle 16. In FIG.

[0152] In the example of FIG. 6, the same route and route segments are shown in a schematic diagram and plot of state of charge versus distance along route 20.

[0153] However, in the example of FIG. 6, the state of charge of the power storage means 14 starts at the maintain charge threshold 34 .

[0154] In FIG. 6, the charging state without the controls described herein is again shown by solid line 48.

[0155] In the example of FIG. 6, the state of charge of the energy storage means 14 starts at the maintain charge threshold 34 and is maintained at this threshold 34 throughout the journey.

[0156] In FIG. 6 the state of charge of the energy storage means 14 according to the control described herein is again indicated by the dashed and dotted line 50 .

[0157] Throughout the first interval A, the state of charge also remains at the maintain charge threshold 34 .

[0158] However, in section B, when using the controls described herein, the vehicle 16 goes into charging mode and the vehicle's engine is controlled to provide torque to enable charging of the storage means 14. Thus, the state of charge of the storage means in section B increases as shown by the dashed line 50.

[0159] In other instances where there are more regeneration opportunities along the route, the harvesting mode may be used instead of the charging mode.

[0160] In section C of FIG. 6, similar to section C of FIG. 5, the vehicle 16 has to travel on a slope and therefore some energy is used in the process and the state of charge of the energy storage means 14 is correspondingly reduced.

[0161] In section D of FIG. 6, similar to FIG. 5, the vehicle 16 harvests energy via regeneration as it descends the incline, and in section E, the state of charge is again maintained.

[0162] The vehicle 16 is again placed into harvesting mode at section D, similar to FIG.

[0163] This again provides a sufficient state of charge for the vehicle 16 to traverse end 22 (section F) of the route 20 in electric-only mode.

[0164] In the embodiment of FIG. 6, the charged state of the power storage means 14 is lower at the start point of section F than in FIG.

[0165] However, in the example of Figure 6, because a charger is present at the destination, the charge state of the energy storage means 14 is permitted to fall below the maintain charge threshold 34 of the vehicle 16, allowing the vehicle 16 to travel to the end portion 22 of the route 20 in electric-only mode.

[0166] For example, if there are no chargers at the destination in the example of FIG. 6, energy generation can be prioritized more aggressively in portion B so that terminal portion 22 of route 20 can be traveled in electric-only mode without falling below the vehicle's maintain charge threshold.

[0167] 6, the amount of energy required to travel the terminal portion 22 of the route 20 in electric-only mode is determined, and the state of charge is controlled along the planned route 20 to provide sufficient energy to the terminal portion 22. For example, it may be determined to enter charging mode at section B and to place the vehicle 16 in harvesting mode at section D.

[0168] However, in the example of FIG. 6, because there is a vehicle charger at the end of route 20, it is determined that less energy is required to run end 22 in electric-only mode, and therefore the state of charge at end 22 is allowed to fall below the maintain charge threshold.

[0169] For purposes of this disclosure, it is understood that the controller(s) described herein may each be comprised of a control unit or computing device having one or more electronic processors. A vehicle and / or its systems may have a single control unit or electronic controller, or alternatively, different functions of the controller(s) may be embodied or hosted in different control units or controllers. A set of instructions may be provided that, when executed, causes the controller(s) or control unit(s) to perform the control techniques described herein (including the method(s) described). The set of instructions may be embedded in one or more electronic processors, or the set of instructions may be provided as software executed by one or more electronic processor(s). For example, a first controller may be implemented in software running on one or more electronic processors, and one or more other controllers may also be implemented in software running on one or more electronic processors (optionally the same processor(s) as the first controller). However, it will be understood that other arrangements are useful, and thus the present disclosure is not intended to be limited to any particular arrangement. In any event, the set of instructions described above may be embodied in a computer readable storage medium (e.g., a non-transitory computer readable storage medium), which may include any mechanism for storing information in a form readable by a machine or electronic processor / computer, including, but not limited to, magnetic storage media (e.g., magnetic storage media (e.g., floppy disks); optical storage media (e.g., CD-ROM); magneto-optical storage media; read only memory (ROM); random access memory (RAM); erasable programmable memory (e.g., EPROM and EEPROM); flash memory; or electrical or other types of media for storing such information / instructions, etc.

[0170] It will be understood that various changes and modifications can be made to the present invention without departing from the scope of the present application.

[0171] 4 may represent method steps and / or sections of code in the computer program 30. The illustration of a particular order to the blocks does not necessarily imply a required or preferred order for the blocks, and the order and arrangement of the blocks may vary. Additionally, some steps may be omitted.

[0172] Although embodiments of the present invention have been described in the preceding paragraphs with reference to various examples, it should be understood that modifications to the examples given can be made without departing from the scope of the invention as claimed.

[0173] Features set forth in the preceding description may be used in combinations other than those explicitly described.

[0174] Although functions have been described with reference to particular features, those functions may be performed by other features, whether or not described.

[0175] Although features have been described with reference to particular embodiments, those features may be present in other embodiments whether or not they are described.

[0176] While the foregoing specification has sought to draw attention to those features of the invention which are believed to be particularly important, it will be understood that the applicant claims protection in respect of any patentable feature or combination of features referred to in this specification and / or shown in the drawings, whether or not specifically emphasized.

Claims

1. 1. A control system for controlling a state of charge of an energy storage means of a hybrid electric vehicle, comprising: one or more electronic controllers; The one or more electronic controllers: Receive destination data, determining a route for the vehicle to travel, the route including one or more characteristics in response to the received destination data; A control system configured to control the state of charge of the energy storage means depending on the route to enable the vehicle to travel a terminal portion of the route in electric only mode.

2. The one or more electronic controllers: at least one electronic processor having electrical inputs for receiving destination data and information relevant to determining the route to be traveled by the vehicle; at least one electronic memory device electrically coupled to the at least one electronic processor, the at least one electronic memory device having instructions stored in the at least one electronic memory device; 2. The control system of claim 1, wherein the at least one electronic processor is configured to access the at least one electronic memory device and execute the instructions to cause the control system to determine a route for the vehicle to travel and to control a state of charge of the energy storage means.

3. The one or more characteristics of the route include: The length of the route Expected Speed ​​Profile Gradient Profile The expected traffic flow profile, and and availability of a vehicle charger at the end of the route.

4. A control system according to any preceding claim, wherein the destination data is received from at least one input by a user of the vehicle.

5. 5. A control system according to claim 1, wherein controlling the state of charge of the power storage means comprises selecting an energy management mode for at least a portion of the route.

6. The control system of claim 5 , wherein the energy management mode is a charging mode or a harvesting mode.

7. 6. The control system of claim 5, wherein the charging mode includes controlling an engine of the vehicle to provide a torque to facilitate electrical energy generation.

8. The one or more electronic controllers include: Segmenting the route into a plurality of segments according to the one or more characteristics of the route; A control system as claimed in any preceding claim, configured to assign an energy management mode to one or more of the plurality of segments.

9. Controlling the state of charge of the energy storage means comprises: The vehicle's electrical energy usage. the vehicle's electrical energy reserves, and / or 9. A control system as claimed in any preceding claim, further comprising controlling an amount of electrical energy production of the vehicle.

10. 10. The control system of claim 9, wherein controlling the electric energy storage of the vehicle includes allowing a state of charge of the energy storage means of the vehicle to fall below a maintain charge threshold of the vehicle and for the vehicle to travel the terminal portion of the route in electric only mode.

11. 11. The control system of claim 10, wherein controlling the electric energy storage of the vehicle includes allowing the state of charge of the energy storage means of the vehicle to fall below a maintain charge threshold depending on availability of at least one vehicle charger at the end of the route.

12. A vehicle system including a control system according to any one of claims 1 to 11 and one or more components of a powertrain of a hybrid electric vehicle.

13. A vehicle including a control system according to one or more of claims 1 to 11 or a vehicle system according to claim 12.

14. 1. A method for controlling a state of charge of an energy storage means of a hybrid electric vehicle, the method comprising: receiving destination data; determining a route to be traveled by the hybrid electric vehicle, the route including one or more characteristics responsive to the received destination data; controlling a state of charge of the energy storage means in response to the route to enable the hybrid electric vehicle to travel a terminal portion of the route in electric only mode.

15. 15. A non-transitory computer readable medium comprising computer readable instructions that, when executed by a processor, perform one or more of the methods of claim 14.

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