Patent Application
20160169129
1. Field of the Disclosure
The present disclosure relates to systems and methods for efficiently operating a vehicle, and more particularly, to an energy storage advisement (ESA) controller for adapting operation based on horizon information. A typical vehicle has a turbine for generating electricity from engine exhaust, a storage device for storing the electricity, and a compressor driven by the storage device for turbo charging the engine.
2. Description of the Prior Art
Various attempts have been successful in improving the operating efficiency of a vehicle. For example, U.S. PG Pub. No. 2012/0221234 ('234 Publication) discloses managing fuel quantity to increase efficiency while maintaining drivability. The '234 Publication evaluates the information to provide recommended fuel stop locations with recommended amounts of fuel to intake. Other attempts include U.S. Pat. Nos. 8,371,121; 7,210,296; and 6,735,515.
The prior art does not envision review of horizon data and engine parameters to modify engine operation for improved efficiency. Improved efficiency allows for benefits such as downsizing the engine itself, reduced emissions, and smoother performance.
The objects of the present disclosure are not limited to the above-mentioned objects, and, not mentioned, other objects and advantages of the present disclosure can be understood by the following description, and they will become apparent by exemplary embodiments of the present disclosure. In addition, it will be seen that the objects and advantages of the present disclosure can be realized by the technology described herein, in the claims and combination thereof.
According to the present disclosure, there is an energy storage advisement (ESA) controller for assisting with operation of a vehicle having an engine, a turbine for generating electricity from engine exhaust, a storage device for storing the electricity, and a compressor driven by the storage device for turbo charging the engine. The ESA controller includes a memory configured to store program instructions and a processor configured to execute the program instructions. The program instructions, when executed, are configured to: receive first data related to a pathway upon which the vehicle is travelling and second data related to vehicle dynamics; calculate a first and second control signals based on the first and second data, wherein the first control signal is for modifying operation of the turbine and the second control signal is for modifying operation of the compressor; and provide the control signals to a power distribution module for controlling the turbine and compressor for efficient operation of the engine.
Preferably, the first data includes road map data, altitude data (including road elevation), speed limit data, traffic signal data, or combinations thereof and the second data includes a state of charge of the storage device, speed of the vehicle data, or combinations thereof. The program instructions may also determine a state of charge of the storage device and apply at least one threshold to determine if at least one of charging or discharging energy from the storage device is proper. Still further, the program instructions may transmit the control signals to the vehicle from a remote location.
Still further, the energy storage advisement controller may calculate a time to a speed changing event so that modifications to operation occur in real time. The energy storage advisement controller may also maintain fuel data, determine remaining travel distance based on the fuel data, determine a fuel-up distance to a nearest opportunity for refuel from map data, and modify engine operation for maximum fuel efficiency based on comparing the remaining travel distance to the fuel-up distance. Additionally, the energy storage advisement controller may maintain fuel data, determine a remaining travel distance based on the fuel data, and switch to operating the engine in a maximum fuel efficiency mode if the remaining travel distance falls below a limit.
The subject technology is also directed to a non-transitory computer readable medium containing program instructions executed by an energy storage advisement controller to accomplish any or all of the calculations and operations described herein.
The above and other objects, features and advantages of the present disclosure will be more apparent from the following detailed description taken in conjunction with the accompanying drawings.
It is understood that the term “vehicle” or “vehicular” or other similar term as used herein is inclusive of motor vehicles in general such as passenger automobiles including sports utility vehicles (SUV), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, combustion, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g. fuels derived from resources other than petroleum).
Although exemplary embodiment is described as using a plurality of units to perform the exemplary process, it is understood that the exemplary processes may also be performed by one or plurality of modules. Additionally, it is understood that the term controller/control unit refers to a hardware device that includes a memory and a processor. The memory is configured to store the modules and the processor is specifically configured to execute said modules to perform one or more processes which are described further below.
Furthermore, control logic of the present disclosure may be embodied as non-transitory computer readable media on a computer readable medium containing executable program instructions executed by a processor, controller/control unit or the like. Examples of the computer readable mediums include, but are not limited to, ROM, RAM, compact disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart cards and optical data storage devices. The computer readable recording medium can also be distributed in network coupled computer systems so that the computer readable media is stored and executed in a distributed fashion, e.g., by a telematics server or a Controller Area Network (CAN).
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises” and/or “comprising,” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term “and/of” includes any and all combinations of one or more of the associated listed items.
Unless specifically stated or obvious from context, as used herein, the term “about” is understood as within a range of normal tolerance in the art, for example within 2 standard deviations of the mean. “About” can be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. Unless otherwise clear from the context, all numerical values provided herein are modified by the term “about.”
The foregoing objects, features and advantages will be more apparent through the detailed description as below with reference to the accompanying drawings, and thus the those skilled in the art can be easily embody the technical spirit of the present disclosure. Further, in the following description of the present disclosure, if it is determined that the detailed description for the known art related to the present disclosure unnecessarily obscures the gist of the present disclosure, the detailed description thereof will be omitted. Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present disclosure will be described in detail when like reference numerals refer to similar elements.
The powertrain controller 104 also communicates with an energy storage device 110 such as a battery. The powertrain controller 104 also includes a power distribution module 116 to coordinate operation of the electric turbine 106 and electric compressor 108. At various times depending upon the control signals, the electric turbine 106 is utilized to generate electricity from exhaust from an engine 112. The electricity may be stored in the energy storage device 110. Similarly, at various times depending upon the control signals, the energy storage device 110 powers the electric compressor 108 to provide a turbo boost to the engine 112.
The system 100 also includes an advanced driver assistance system interface specification (ADASIS) module 114 in communication with the ESA controller 102. The ADASIS module 114 is an industry platform created in 2002 in Europe to facilitate providing horizon information to drivers. The horizon information includes such data as digital maps, position data using a global positioning system so that the extended horizon may be utilized. Although the ADASIS module 114 is shown, various other similar technologies now known and later developed could be used equally as effectively in the subject technology. Additionally, the ADASIS module 114, the powertrain controller 104 and ESA controller 102 are shown as distinct but may be combined in part or in whole depending upon preferred hardware and software arrangements. As shown in
Referring now to
The ESA controller 102 processes the input data 102 to generate control signals for delivery to the electric turbine 106 and compressor 108 as charge advisement data 208. For example, if no unique features are upcoming and the vehicle dynamics are in a steady state, as shown in the circumstance box 204, the ESA controller 102 generates a steady state control signal 206. However, as the vehicle 10 approaches a change that reduces engine workload (e.g., posted speed limit reduction, pathway curve, inclination of the pathway, a stop sign, a traffic light etc.), as shown in circumstance box 210, the ESA controller 102 generates a battery charge gain available control signal 212. In other words, the ESA controller 102 recognizes and anticipates an opportunity to utilize the engine exhaust to power the electric turbine 106 and generate electricity to charge the storage device 110.
As the vehicle 10 approaches a change that increases engine workload (e.g., posted speed limit increase, a straight or straightening pathway, declination of the pathway etc.), as shown in circumstance box 214, the ESA controller 102 generates a battery use acceptable control signal 216. In other words, the ESA controller 102 recognizes and anticipates a need to utilize the storage device 110 to power the electric compressor 108 for turbo boosting the engine 112. The control signals 206, 212, 216 pass along the CAN bus as charge advisement data 208 for receipt by the powertrain controller 104. In turn, the powertrain controller 104 executes the desired modification of operation as indicated in the control signals 206, 212, 216.
To further illustrate the subject technology by way of a specific example,
At step 402, the input data includes eHorizon data and vehicle dynamics data that allows the ESA controller 102 to calculate path characteristic identification as shown at step 404. The path or road 12 may be a speed reducing path or speed increasing path. As shown in
At step 406, the ESA controller 102 performs eHorizon event calculations. Using the input data 402 from the ADASIS module 114, the distance to the slope 14 is calculated as the difference between the vehicle offset (e.g., vehicle position with respect to the slope 14) and event offset (e.g., point where the slope 14 begins). The vehicle dynamics data includes the vehicle speed so that once the distance to the slope 14 is known, the ESA controller 102 calculates the time to the speed reducing event. It is envisioned that these calculations are updated in realtime so that as minor speed changes occur, the calculations are updated for optimal accuracy.
At step 408, the ESA controller 102 utilizes additional information from the powertrain controller 104 such as the state of charge of the storage device 110. For a speed reducing event, the ESA controller 102 evaluates the state of charge. If the state of charge is low (e.g., below a calibration threshold), the flow 400 proceeds to step 410. At step 410, operation of the electric compressor 108 is prevented because of the insufficient power in the storage device 110. However, if the state of charge is high, the flow 400 proceeds to step 412 to engage the electric compressor 108. At step 412, the electric compressor runs off the storage device 110 and, in turn, provides additional power to the engine 112 as the vehicle 10 rides up the slope 14.
Referring again to step 408, for a speed increasing event, the ESA controller 102 also evaluates the state of charge. If the state of charge is high (e.g., above a calibration threshold), the flow 400 proceeds to step 414 when operation of the electric turbine 106 is prevented because of the storage device 110 is about full. Thus, the engine 112 may run efficiently. However, if the state of charge is low, the flow 400 proceeds to step 416 to engage the electric turbine 106 and, in turn, provide electricity for storage to the storage device 110 as the vehicle 10, for example, glides down a slope.
Additionally, the ESA controller 102 and/or powertrain controller 104 can execute engine tuning. For example, during downhill coasting, fuel can be cut off or during breaking, regenerative devices can be used to charge the storage device 110. The ESA controller 102 may collect data from the ADASIS module 114 or other sources to further identify upcoming events. For example, the ESA controller 102 may evaluate traffic data such as oncoming congestion that will create an event, traffic signals, particular vehicles on the same pathway that may be travelling at a slower speed or making frequent stops such as a school bus and the like. Although the ESA controller 102 has been depicted as associated with the vehicle 10, the ESA controller 102 may be remotely located and communicate with the vehicle 10 via other means such as a cellular network. In this case, a single ESA controller 102 may track and modify operation of a fleet of vehicles. Further, the ESA controller 102 may maintain fuel data. As various opportunities for refuel become apparent or if the remaining travel distance falls below a threshold, the ESA controller 102 may switch to operating the engine in a maximum fuel efficiency mode to help prevent running out of fuel.
As can be seen, the system 100 creates independence between generation (e.g., the electric turbine 106) and turbo boosting by the electric compressor 108. As such, the system 100 prepares for future engine loads and charging opportunities to efficiently and smoothly operate the engine 112. This increased fuel economy and performance of smartly managing the peak load situations allows optimally sizing the engine relative to the steady state loading expectations. As a result, smaller, less expensive combustion engines can be used with a corresponding green effect of reduced emissions.
All patents, published patent applications and other references disclosed herein are hereby expressly incorporated in their entireties by reference.
As the above described, the present disclosure is not limited to the aforementioned exemplary embodiments and accompany drawings, since replacements, various modifications, and changes may be made without departing from the technical spirit of the present invention by those skilled in the art.
