Ford Global Technolgoies, LLC

Massachusetts Institute of Technology

Ford Motor Company Limited

University of Michigan

Ming Lang Kuang

Xiaoyong Wang

Ryan Abraham McGee

Rajit Johri

Wei Liang

Mark Steven Yamazaki

Fazal Urrahman Syed

Yanan Zhao

Jeffrey Allen Doering

Bernard D Nefcy

Qing Wang

Hai Yu

Francis Thomas Connolly

Shailesh Shrikant Kozarekar

Walter Joseph Ortmann

Jonathan Andrew Butcher

John Czubay

Jason Meyer

Daniel Scott Colvin

Chen Zhang

Venkatapathi Raju Nallapa

Anthony Mark Phillips

Joseph Gerald Supina

Carol Louise Okubo

Shunsuke Okubo

Vincent Freyermuth

Scott James Thompson

Xiaohong Nina Duan

Paul Martin Niessen

Joseph W Anthony

Adam Nathan Banker

Dale Scott Crombez

Mathew Alan Boesch

Joseph Jay Torres

Kerry Eden Grand

Thomas Chrostowski

Douglas Raymond Martin

Dennis C Reed

Zhengyu Dai

David Oshinsky

Christopher Adam Ochocinski

Mark Douglas Malone

Brandon R Masterson

Daniel M King

Jose Velazquez Alcantar

Prabhakar B Patil

Matthew D Smith

David J Mack

Deepa Ramaswamy

Ilya V Kolmanovsky

John Ottavio Michelini

Felix Nedorezov

Alexander O'Connor Gibson

William Paul Perkins

Eric Hongtei Tseng

Johannes Geir Kristinsson

Derek Hartl

Paul Stephen Bryan

Kevin Ruybal

Venkateswa Anand Sankaran

Stuart N Ford

Kenneth Frederick

Bader M Badreddine

Michael Rinehart

Mark Davison

Robert Taenaka

Matthew Allan Herrmann

Jianbo Lu

Marvin Paul Kraska

Hongtei Eric Tseng

Ryan J Skaff

Michael Alan Tamor

Scott J Lauffer

Ray C Siciak

David Celinske

Michael Edward Brewer

Michael Edward Loftus

Christopher Alan Lear

Todd Mccullough

Thomas Scott Gee

Wei Wu

David Crist Gabriel

Stanley Larue Bower

Walt Joseph Ortmann

Deepak Aswani

David John Messih

John Proietty

Donald Charles Franks

Jack H Xu

James Paul McCarthy

David Richens Brigham

Peter James Barrette

Robert Wright

Scott Julian Varnhagen

Jonathan Sullivan

Anthony Tsakiris

Paul M Gartner

Brian Thomas Soo

Greg Edward Gauthier

John Loring Yester

Methods and systems are provided for operating an electric vehicle during conditions when output of an electric energy storage device is limited. In one example, torque commands of left and right electric machines are adjusted in equal amounts so that output of the electric energy storage device may be limited. The approach may be applied to electric machines on front and rear sides of an electric vehicle.

Methods and system for balancing torque request during battery power control

A computer includes a processor and a memory, the memory storing instructions executable by the processor to receive a request to activate a vehicle, receive diagnostic data for one or more vehicle components from an activation component, arbitrate the request and the diagnostic data to identify an activation mode of the vehicle that is one of an unpowered mode, a power-up mode, or a fully-started mode, and instruct the activation component to activate one or more vehicle components associated with the identified activation mode.

Enhanced vehicle activation

Methods and systems for a vehicle are provided. A method for a vehicle includes coupling two motors to an axle. Furthermore, the method includes, at each of the two motors, setting a requested motor torque to a permitted motor torque in compliance with a threshold motor power, determining an unmet motor torque as a difference between the requested and the permitted motor torque, and balancing the unmet motor torque, including reducing the permitted motor torque at one or both of the two motors.

Methods and systems for controlling electric motor torque in a battery electric vehicle

An electrified vehicle includes a traction battery, an engine, and a controller. The controller is configured to generate a request for the engine in response to an input passing a threshold and to adjust the threshold when a state of health (SOH) of the traction battery is at a chance of violating a target, such as a warranty target. The request for the engine may be an engine pull up (EPU) request for starting the engine with the threshold being an EPU threshold in which case the controller lowers the EPU threshold when the battery SOH is at a chance of violating the target. The request for the engine may be an engine pull down (EPD) request for stopping the engine with the threshold being an EPD threshold in which case the controller lowers the EPD threshold when the battery SOH is at a chance of violating the target.

Electrified vehicle configured to adjust engine pull up/down thresholds based on battery state of health

Methods and systems are provided, including a method for an electric vehicle battery distribution among at least three motors. The method may comprise selecting a first drive path with at least first and second motors for an open-loop power allocation control, designating a second drive path with at least a third motor for an open-loop or a closed-loop power allocation control, determining a power allocation ratio of each motor relative to a total power; and operating the each motors with adjusted power limits based on the determined power allocation ratios.

Methods and systems for battery power allocation control in a BEV

This disclosure relates to an electrified vehicle configured to selectively deactivate a restricted power mode based on an acceleration request, such as an imminent or current acceleration request. A corresponding method is also disclosed. An example electrified vehicle includes a battery and a controller configured to apply a restricted power mode when a state of health of the battery is below a predefined lower threshold. Further, when in the restricted power mode, the controller is configured to limit an amount of power drawn from the battery. Additionally, the controller is configured to selectively deactivate the restricted power mode in response to a signal indicating a current or imminent request for acceleration of the electrified vehicle requiring power to be drawn from the battery above an upper limit of the restricted power mode.

Electrified vehicle configured to selectively deactivate restricted power mode based on acceleration request

This disclosure relates to an electrified vehicle with a thermal management system for a battery. A corresponding method is also disclosed. An example electrified vehicle includes a battery and a thermal management system configured to thermally condition the battery at one of a plurality of thermal conditioning levels. Each of the thermal conditioning levels corresponds to a respective one of a plurality of battery temperature thresholds. The electrified vehicle further includes a controller. The controller is configured to determine which of the plurality of battery temperature thresholds is met or exceeded based on a temperature of the battery and to command the thermal management system to thermally condition the battery at corresponding one of the plurality of thermal conditioning levels. Further, when a state of health of the battery is outside a predefined range, the controller is configured to adjust each of the plurality of battery temperature thresholds.

Electrified vehicle with battery thermal management system configured to adjust temperature thresholds based on battery state of health

A power system includes a primary bus connected to a traction battery, a secondary bus connected to an auxiliary battery, a power converter between the traction and auxiliary batteries, and a controller. The controller commands the power converter to increase a magnitude of current output to the secondary bus when an amount of charge current received by the traction battery exceeds a first amount threshold and commands the power converter to decrease the magnitude when an amount of charge current received by the auxiliary battery exceeds a second amount threshold.

Battery thermal management via current control

A method of operating a vehicle includes generating initial state of charge and vehicle velocity profiles for a travel route, for each initial velocity setpoint defining the vehicle velocity profile, generating a plurality of updated state of charge setpoints, for each of the initial velocity setpoints, selecting one of the updated state of charge setpoints to define an updated state of charge profile, for each of the updated state of charge setpoints that defines the updated state of charge profile, generating a plurality of updated velocity setpoints, for each of the updated state of charge setpoints that defines the updated state of charge profile, selecting one of the updated velocity setpoints to define an updated velocity profile, and controlling operation of an electric machine and engine according to the updated state of charge profile and updated velocity profile over the travel route.

Iterative sequential velocity and state of charge setpoint selection for autonomous vehicles

A hybrid electric vehicle having one or more controllers, at least two independently driven electric machines (EMs) that are each coupled to separate drive wheels, and controllers configured to generate a torque split ratio responsive to lateral acceleration and/or unequal friction coefficients detected during braking, and to generate electric power with the motors by regeneratively braking each wheel with unequal torques adjusted by the ratio, such that combined wheel braking torques do not exceed a total braking torque limit for the vehicle. In some configurations, the controller(s) generate the torque split ratio by a predetermined lookup table that maps a plurality of torque split ratios to lateral accelerations, the coefficients, and other parameters. Further arrangements include the controller(s) coupled with sensors that detect wheel slip and yaw rate, and responsive to a braking signal, the controller(s) disengage regenerative braking when the wheel slip and/or vehicle yaw are detected.

Hybrid electric vehicle with torque split regenerative braking

A method for operating a vehicle that includes a driveline disconnect clutch is described. In one example, the method adjusts torque of an electric machine in response to a estimated torque capacity of the driveline disconnect clutch. The estimated torque capacity of the driveline disconnect clutch is based on a combined inertia of a dual mass flywheel and the driveline disconnect clutch.

Method for operating a vehicle having a driveline disconnect clutch

A vehicle with one-pedal driving mode includes a first axle having a first electric machine configured to power first wheels and a second axle having a second electric machine configured to power second wheels. A controller is programmed to, in response to a request for one-pedal driving mode, map pedal positions of the accelerator pedal to speeds of the first and second wheels such that each of the pedal positions corresponds to a driver-demanded speed of the first and second wheels, and control one or more of the electric machine so that the vehicle is propelled according to the driver-demanded speed.

One-pedal speed control for off-road driving

A power system for a vehicle includes a control module, a low-voltage battery electrically coupled to the control module, a high-voltage battery electrically coupled to the control module, an engine electrically coupled to the high-voltage battery, and a computer. The computer is programmed to, while the vehicle is in an off state, in response to a pending download to the control module, provide power to the control module with one of the low-voltage battery, the high-voltage battery, or the engine upon determining whether the low-voltage battery and the high-voltage battery have sufficient charge to power the control module for the download.

Power supply during vehicle off state

A system includes a virtual-driver module, a DC/DC converter electrically coupled to the virtual-driver module, a low-voltage battery electrically coupled to the virtual-driver module, a high-voltage battery electrically coupled to the DC/DC converter, and a computer communicatively coupled to the DC/DC converter. The computer is programmed to, in response to a request to start a vehicle including the virtual-driver module in a manual mode, the vehicle being in an off state at the time of the request, set a setpoint of the DC/DC converter at a first voltage; then perform at least one pre-drive test on the vehicle; and then set the setpoint of the DC/DC converter at a second voltage lower than the first voltage.

Power supply during vehicle startup

A vehicle includes an engine, an electric machine, a battery, and at least one controller. The vehicle may further comprise a port for supplying power to a load external to the vehicle. The controller is programmed to operate the engine at a power level based on a difference between a battery voltage and a reference voltage such that a power output by the electric machine reduces the difference. The power level may define an engine operating point that minimizes fuel consumption. The operating point may be an engine torque and an engine speed. The power level may be further based on a state of charge of the battery. The electric machine may be operated to cause the engine to rotate at an engine speed corresponding to the selected power level. The difference may be caused by varying power drawn by a load external to the vehicle.

Hybrid-electric vehicle plug-out mode energy management

Growing community of inventors

Canton, MI, United States of America

Ming Lang Kuang