Abstract:
A method according to an exemplary aspect of the present disclosure includes, among other things, communicating an alert to a location remote from a vehicle in response to disabling a Power Generation mode of the vehicle.

Description:
TECHNICAL FIELD 
       [0001]    This disclosure relates to an electrified vehicle, and more particularly, but not exclusively, to a system and method for communicating remote notification of Power Generation mode shutdown. 
       BACKGROUND 
       [0002]    Electrified vehicles, such as hybrid electric vehicles (HEV&#39;s), plug-in hybrid electric vehicles (PHEV&#39;s), battery electric vehicles (BEV&#39;s), or fuel cell vehicles, differ from conventional motor vehicles in that they are powered by one or more electric machines (i.e., electric motors/generators) instead of or in addition to an engine. In other words, electrified vehicles may include more than one power source that can be used either individually or together to propel the vehicle. 
         [0003]    Some electrified vehicles enable a driver to manually manage the vehicle&#39;s energy usage. For example, the electrified vehicle may be operated in electric vehicle (EV) mode where the electric machine powers the vehicle without assistance from the engine, or may be operated in hybrid (HEV) mode in which the engine is used in combination with the electric machine to power the vehicle. As electrified vehicles becomes more commonplace, additional energy management options may be desirable. 
       SUMMARY 
       [0004]    A method according to an exemplary aspect of the present disclosure includes, among other things, communicating an alert to a location remote from a vehicle in response to disabling a Power Generation mode of the vehicle. 
         [0005]    In a further non-limiting embodiment of the foregoing method, the vehicle is a hybrid electric vehicle (HEV). 
         [0006]    In a further non-limiting embodiment of either of the foregoing methods, the method includes controlling the vehicle in the Power Generation mode only if the vehicle is in park. 
         [0007]    In a further non-limiting embodiment of any of the foregoing methods, the controlling step includes at least controlling an engine and an electric machine to generate the power supplied during the Power Generation mode. 
         [0008]    In a further non-limiting embodiment of any of the foregoing methods, the disabling step is performed in response to a detected carbon monoxide level exceeding a threshold carbon monoxide level. 
         [0009]    In a further non-limiting embodiment of any of the foregoing methods, the disabling step is performed in response to exceeding predefined energy usage limits of the vehicle. 
         [0010]    In a further non-limiting embodiment of any of the foregoing methods, the method includes entering energy usage limits for limiting a total amount of energy consumed during the Power Generation mode. 
         [0011]    In a further non-limiting embodiment of any of the foregoing methods, the method includes performing a series of periodic system checks to monitor a total energy usage of the vehicle during the Power Generation mode. 
         [0012]    In a further non-limiting embodiment of any of the foregoing methods, the disabling step is performed in response to at least one of the following occurring: exceeding a fuel consumption limit, exceeding an energy consumption limit, exceeding a time usage limit or detecting a vehicle failure mode. 
         [0013]    In a further non-limiting embodiment of any of the foregoing methods, the communicating step includes sending the alert to a computing device. 
         [0014]    A vehicle control method according to another exemplary aspect of the present disclosure includes, among other things, operating a vehicle in a Power Generation mode to supply power to an electrical accessory separate from the vehicle, disabling the Power Generation mode in response to a predefined condition and communicating an alert to a location remote from the vehicle in response to disabling the Power Generation mode. 
         [0015]    In a further non-limiting embodiment of the foregoing method, the predefined condition includes exceeding predefined energy usage limits of the vehicle. 
         [0016]    In a further non-limiting embodiment of either of the foregoing methods, the predefined condition includes a detected carbon monoxide level exceeding a threshold carbon monoxide level. 
         [0017]    In a further non-limiting embodiment of any of the foregoing methods, the alert includes a phone call, a text message or an email sent to a computing device located remotely from the vehicle. 
         [0018]    In a further non-limiting embodiment of any of the foregoing methods, the communicating step includes wirelessly sending the alert to a computing device over a cellular network. 
         [0019]    A system according to another exemplary aspect of the present disclosure includes, among other things, an engine, a control unit in communication with the engine and configured to control the engine in a Power Generation mode and an alert system that provides remote notification of shutdown of the Power Generation mode. 
         [0020]    In a further non-limiting embodiment of the foregoing system, a driver interface provides selection of various vehicle operating modes including the Power Generation mode. 
         [0021]    In a further non-limiting embodiment of either of the foregoing systems, the alert system includes a communication system that comprises a transceiver. 
         [0022]    In a further non-limiting embodiment of any of the foregoing systems, a carbon monoxide detection system includes a sensor that measures ambient levels of carbon monoxide in the area of the system. 
         [0023]    In a further non-limiting embodiment of any of the foregoing systems, the alert system provides the remote notification in the form of an alert communicated to a computing device. 
         [0024]    The embodiments, examples and alternatives of the preceding paragraphs, the claims, or the following description and drawings, including any of their various aspects or respective individual features, may be taken independently or in any combination. Features described in connection with one embodiment are applicable to all embodiments, unless such features are incompatible. 
         [0025]    The various features and advantages of this disclosure will become apparent to those skilled in the art from the following detailed description. The drawings that accompany the detailed description can be briefly described as follows. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0026]      FIG. 1  schematically illustrates a powertrain of an electrified vehicle. 
           [0027]      FIG. 2  illustrates a vehicle system that can be employed within an electrified vehicle. 
           [0028]      FIG. 3  illustrates a driver interface of a vehicle system. 
           [0029]      FIG. 4  illustrates a power point of a vehicle system. 
           [0030]      FIG. 5  illustrates an exemplary alert system for an electrified vehicle. 
           [0031]      FIG. 6  schematically illustrates a vehicle control strategy according to a first embodiment of this disclosure. 
           [0032]      FIG. 7  schematically illustrates a vehicle control strategy according to a second embodiment of this disclosure. 
       
    
    
     DETAILED DESCRIPTION 
       [0033]    This disclosure relates to a Power Generation shutdown alert system for an electrified vehicle. An alert may be communicated to a location remote from the vehicle in response to disabling a Power Generation mode of the vehicle. The Power Generation mode could be shutdown in response to a predefined condition. Non-limiting examples of predefined conditions include detecting a vehicle failure mode, detecting high carbon monoxide levels, and/or detecting that predetermined energy usage limits have been reached. These and other features are discussed in greater detail herein. 
         [0034]      FIG. 1  schematically illustrates a powertrain  10  for an electrified vehicle  12  that is capable of implementing the Power Generation shutdown alert system and methods of this disclosure. It should be understood that the concepts described herein are not limited to HEV&#39;s and could extend to other electrified vehicles, including but not limited to PHEV&#39;s. 
         [0035]    In one embodiment, the powertrain  10  is a power split system that employs a first drive system that includes a combination of an engine  14  and a generator  16  (i.e., a first electric machine) and a second drive system that includes at least a motor  36  (i.e., a second electric machine), the generator  16  and a battery  50 . For example, the motor  36 , the generator  16  and the battery  50  may make up an electric drive system  25  of the powertrain  10 . The first and second drive systems generate torque to drive one or more sets of vehicle drive wheels  30  of the electrified vehicle  12 . 
         [0036]    The engine  14 , such as an internal combustion engine, and the generator  16  may be connected through a power transfer unit  18 . In one non-limiting embodiment, the power transfer unit  18  is a planetary gear set. Of course, other types of power transfer units, including other gear sets and transmissions, may be used to connect the engine  14  to the generator  16 . The power transfer unit  18  may include a ring gear  20 , a sun gear  22  and a carrier assembly  24 . The generator  16  is driven by the power transfer unit  18  when acting as a generator to convert kinetic energy to electrical energy. The generator  16  can alternatively function as a motor to convert electrical energy into kinetic energy, thereby outputting torque to a shaft  26  connected to the carrier assembly  24  of the power transfer unit  18 . Because the generator  16  is operatively connected to the engine  14 , the speed of the engine  14  can be controlled by the generator  16 . 
         [0037]    The ring gear  20  of the power transfer unit  18  may be connected to a shaft  28  that is connected to vehicle drive wheels  30  through a second power transfer unit  32 . The second power transfer unit  32  may include a gear set having a plurality of gears  34 A,  34 B,  34 C,  34 D,  34 E, and  34 F. Other power transfer units may also be suitable. The gears  34 A- 34 F transfer torque from the engine  14  to a differential  38  to provide traction to the vehicle drive wheels  30 . The differential  38  may include a plurality of gears that enable the transfer of torque to the vehicle drive wheels  30 . The second power transfer unit  32  is mechanically coupled to an axle  40  through the differential  38  to distribute torque to the vehicle drive wheels  30 . 
         [0038]    The motor  36  can also be employed to drive the vehicle drive wheels  30  by outputting torque to a shaft  46  that is also connected to the second power transfer unit  32 . In one embodiment, the motor  36  and the generator  16  are part of a regenerative braking system in which both the motor  36  and the generator  16  can be employed as motors to output torque. For example, the motor  36  and the generator  16  can each output electrical power to a high voltage bus  48  and the battery  50 . 
         [0039]    The battery  50  may be a high voltage battery that is capable of outputting electrical power to operate the motor  36  and the generator  16 . Other types of energy storage devices and/or output devices can also be incorporated for use by the electrified vehicle  12 . In a non-limiting PHEV embodiment of the electrified vehicle  12 , the battery  50  may be recharged or partially recharged using a charging adapter  45  that is connected to a charging station powered by an external power source, such as an electrical grid, a solar panel, or the like. 
         [0040]    The motor  36 , the generator  16 , the power transfer unit  18 , and the power transfer unit  32  may generally be referred to as a transaxle  42 , or transmission, of the electrified vehicle  12 . Thus, when a driver selects a particular shift position, the transaxle  42  is appropriately controlled to provide the corresponding gear for advancing the electrified vehicle  12  by providing traction to the vehicle drive wheels  30 . 
         [0041]    The powertrain  10  may additionally include a control system  44  for monitoring and/or controlling various aspects of the electrified vehicle  12 . For example, the control system  44  may communicate with the electric drive system  25 , the power transfer units  18 ,  32  or other components to monitor and/or control the electrified vehicle  12 . The control system  44  includes electronics and/or software to perform the necessary control functions for operating the electrified vehicle  12 . In one embodiment, the control system  44  is a combination vehicle system controller and powertrain control module (VSC/PCM). Although it is shown as a single hardware device, the control system  44  may include multiple controllers in the form of multiple hardware devices, or multiple software controllers within one or more hardware devices. 
         [0042]    A controller area network (CAN)  52  allows the control system  44  to communicate with the transaxle  42 . For example, the control system  44  may receive signals from the transaxle  42  to indicate whether a transition between shift positions is occurring. The control system  44  could also communicate with a battery control module of the battery  50 , or other control devices. 
         [0043]    Additionally, the electric drive system  25  may include one or more controllers  54 , such as an inverter system controller (ISC). The controller  54  is configured to control specific components within the transaxle  42 , such as the generator  16  and/or the motor  36 , such as for supporting bidirectional power flow. In one embodiment, the controller  54  is an inverter system controller combined with a variable voltage converter (ISC/VVC). 
         [0044]    In one non-limiting embodiment, the electrified vehicle  12  has two basic operating modes. The electrified vehicle  12  may operate in an Electric Vehicle (EV) mode where the motor  36  is used (generally without assistance from the engine  14 ) for vehicle propulsion, depleting the battery  50  state of charge up to its maximum allowable discharging rate under certain driving patterns/cycles. The EV mode is an example of a charge depleting mode of operation for the electrified vehicle  12 . During EV mode, the state of charge of the battery  50  may increase in some circumstances, for example due to a period of regenerative braking. The engine  14  is generally not permitted to operate under a default EV mode, but may need to be operated based on a vehicle system state or as permitted by the operator. 
         [0045]    The electrified vehicle  12  may additionally be operated in a Hybrid (HEV) mode in which the engine  14  and the motor  36  are both used for vehicle propulsion. The HEV mode is an example of a charge sustaining mode of operation for the electrified vehicle  12 . During the HEV mode, the electrified vehicle  12  may reduce the motor  36  propulsion usage to be able to maintain the state of charge of the battery  50  at a constant or approximately constant level by increasing the engine  14  propulsion usage. 
         [0046]      FIG. 2  illustrates a vehicle system  58  that can be used to control a vehicle  100 . The vehicle  100  could be an electrified vehicle similar to that shown in  FIG. 1 . In one non-limiting embodiment, the vehicle system  58  is employed to control operation of HEV&#39;s, although any electrified vehicle may be controlled using the vehicle system  58 . 
         [0047]    The vehicle  100  includes an engine  66  and an electric machine  68 . Although not shown, the engine  66  may be mechanically disconnected from the electric machine  68 , such as during EV mode, via a disconnect clutch such that the vehicle  100  is propelled solely by the electric machine  68 . Alternatively, in a HEV mode, both the engine  66  and electric machine  68  are employed to propel the vehicle  100 . Although only a single electric machine  68  is shown, the vehicle  100  could include multiple electric machines within the scope of this disclosure. 
         [0048]    In addition to the EV and HEV operating modes described above, the vehicle  100  may be operated in a Power Generation mode (hereinafter referred to as “GEN mode”). In GEN mode, the engine  66  and/or the electric machine  68  generate power for use by the driver/operator for purposes other than propelling the vehicle  100 . When GEN mode is selected, the engine  66  drives the electric machine  68  to generate electrical power. The electrical power is routed to a power point  74  for distribution to one or more electrical accessories  99 . Once the battery  50  reaches a full state of charge, operation of the engine  66  may be terminated (i.e., the engine  66  is commanded OFF). The engine  66  may be commanded ON again at a later time to drive the electric machine  68  in order to generate additional electric power if the battery  50  state of charge is depleted to a relatively low level. 
         [0049]    In one embodiment, electrical power may be supplied for powering various electrical accessories  99  (shown schematically) by operating the vehicle  100  in GEN mode. The electrical accessories  99  could include various tools that a contractor utilizes at a work site, such as saws, drills, pumps or any other powered equipment. Other equipment may also be powered by operating the vehicle  100  in GEN mode. In another embodiment, the electrical accessories  99  are devices that are separate from the vehicle  100 . In yet another embodiment, the electrical accessory  99  may be a home, business or other building or structure in need of electrical power. 
         [0050]    The vehicle system  58  may include a driver interface  60  and a control unit  62  in electrical communication with the driver interface  60 . The driver interface  60  may include a user input  65  and a display  67 , which are shown schematically in this embodiment. The user input  65  may include a touch screen and/or a series of tactile buttons  69  for entering information. The display  67  may include a touch screen and/or a series of gauges for displaying information to the driver. 
         [0051]    Using the driver interface  60 , the driver or another operator may request control of the vehicle  100  in GEN mode. The driver interface  60  is generally located inside the vehicle  100 , such as within the in-dash entertainment center of the vehicle passenger cabin. The information input into the driver interface  60  may be communicated to the control unit  62  over an electrical connection  64 . 
         [0052]    The control unit  62  may be part of the control system  44  (see  FIG. 1 ), may be part of a powertrain or transmission control system, or could be a standalone unit in communication with one or more additional controllers, including but not limited to an engine control module, an electric motor control module, a transmission control module and/or a battery control module. The control unit  62  may communicate with other controllers, modules and/or components over the CAN  52  (see  FIG. 1 ), in one embodiment. 
         [0053]    The vehicle system  58  may additionally include a converter  70 , a sensor  72  and a power point  74 . The converter  70  converts DC power from the electric machine  68  to AC power that is supplied to the power point  74 . The sensor  72  measures voltage and current information of the power communicated to the power point  74  and communicates this information to the control unit  62 . This voltage and current information may be utilized by the control unit  62  to determine the energy usage of the vehicle  100 , as is further discussed below. 
         [0054]    The power point  74  may include one or more power outlets  76 . The operator of the vehicle  100  may plug any tools or other electrical accessories  99  into the power outlets  76  in order to power these tools using energy provided by the vehicle  100  during GEN mode. 
         [0055]    The vehicle system  58  may optionally include a carbon monoxide (CO) detection system  88  that is located on-board the vehicle  100 . The CO detection system  88  may include a CO sensor  90  that is adapted to detect the concentration or level of carbon monoxide in the ambient air that surrounds the vehicle  100 . The CO sensor  90  may be located anywhere on the vehicle  100  that is capable of sampling ambient air that surrounds the vehicle  100 . The CO sensor  90  can transmit measured levels of carbon monoxide to the control unit  62 , such as via a signal S 5 . The control unit  62  may be programmed to store a threshold CO level and compare the measured level of carbon monoxide received from the CO sensor  90  to the threshold level. 
         [0056]    The vehicle  100  may additionally be equipped with an alert system  92 . The control unit  62  may command the alert system  92  to issue an alert to the vehicle operator in response to disabling GEN mode. The alert provides the vehicle owner/operator with remote knowledge of GEN mode shutdown. Providing remote knowledge of GEN mode shutdown can be important in situations where the vehicle  100  is being used to perform relatively important tasks that may include, by way of non-limiting examples, powering a pump to remove water from a home or building or powering a lighting/ventilation system at a construction site. 
         [0057]    The control unit  62  may be programmed with one or more algorithms that are operative to control the vehicle  100  in GEN mode, estimate energy usage associated with operating the vehicle  100  in GEN mode, monitor CO levels of the vehicle  100 , and issue GEN mode shutdown alerts. In one embodiment, the control unit  62  can communicate control signals S 1  to the engine  66 , control signals S 2  to the electric machine  68 , control signals S 3  to the battery  50 , and control signals S 4  to the alert system  92  for scheduling, controlling and disabling operation of the vehicle  100  in GEN mode. 
         [0058]      FIG. 3  illustrates one non-limiting embodiment of an exemplary driver interface  60  of a vehicle system  58 . The driver interface  60  may include a user input  65  and a display  67 . The user input  65  may include various actuators, selectors, switches or the like for inputting driver preferences for managing the energy usage of an electrified vehicle. 
         [0059]    In one embodiment, the user input  65  of the driver interface  60  includes a mode selector  78  that allows the driver/operator to select an operating mode preference for controlling and operating the vehicle. The mode selector  78  may include an EV mode button  80  for selecting EV mode, a HEV mode button  82  for selecting HEV mode, and a GEN mode button  84  for selecting GEN mode. Of course, these are intended as non-limiting embodiments of possible energy management modes. It should additionally be understood that driver interface  60  could include other features and functions within the scope of this disclosure. 
         [0060]      FIG. 4  illustrates one non-limiting embodiment of a power point  74  of the vehicle system  58 . The power point  74  may be mounted to an exposed wall  86  of a vehicle  100 . The exposed wall  86  can be located anywhere on the vehicle  100 , including but not limited to within a trunk, cargo area, cargo bed, etc. The exposed wall  86  is generally positioned at an easily accessible location of the vehicle  100 . And may be either an external wall or an internal wall. Although only a single power point  74  is shown in  FIG. 4 , it should be understood that the vehicle  100  could be equipped with multiple power points. 
         [0061]    The power point  74  includes power outlets  76 . The power outlets  76  are ports for connecting and powering equipment that is separate from that located on the vehicle  100 . In one non-limiting embodiment, the power outlets  76  supply 120/240 volt AC power at 50/60 Hz to electrical accessories plugged into the power outlets  76 . 
         [0062]      FIG. 5  illustrates an exemplary alert system  92  that may be employed by a vehicle  100 , such as the electrified vehicles described above. The alert system  92  may communicate an alert  108  to a location L that is remote from the vehicle  100 . The alert  108  indicates to the owner/operator of the vehicle  100  that GEN mode has been disabled. The GEN mode may be disabled in response to any of a variety of predefined conditions, several non-limiting examples of which are further discussed below with respect to  FIGS. 6 and 7 . 
         [0063]    The alert system  92  includes a communication system  94  adapted to send and/or receive information to/from other components, such as the control unit  62  of the vehicle  100  or a computing device  96  that can be operated by a user (i.e., the owner/operator of the electrified vehicle). In one embodiment, the computing device  96  is located remotely from the vehicle  100  and the communication system  94  is part of, or on-board of, the vehicle  100 . 
         [0064]    The remotely located computing device  96  may be in the form of a personal computer, a tablet, a smartphone or any other portable computing device. The computing device  96  may be equipped with a central processing unit (CPU)  98  capable of executing a software application (APP)  103  loaded in program memory  102 . A database  104  locally stores user data on the computing device  96 . The user may access or send information on the computing device  96  using the APP  103  or by accessing a website or series of websites (such as www.syncmyride.com, for example) via a web browser. The computing device  96  may additionally include a display  106  for displaying information to the user, such as a message  109  that is associated with the alert  108  sent by the alert system  92 . 
         [0065]    In one non-limiting embodiment, the control unit  62  of the vehicle  100  may communicate a control signal S 4  to the alert system  92  in response to GEN mode shutdown to command that the alert  108  be sent. The communication system  94  of the alert system  92  may then communicate the alert  108  to the computing device  96 . In one embodiment, the communication system  94  includes the SYNC system manufactured by THE FORD MOTOR COMPANY. However, this disclosure is not limited to this exemplary system. The communication system  94  may include a transceiver  110  for bidirectional communication with a cellular tower  112  or other device. Although not necessarily shown or described in this highly schematic embodiment, the communication system  94  could include numerous other components within the scope of this disclosure. 
         [0066]    The alert  108  may be transferred over the cloud  114  (i.e., the internet) to a server  116 . The data associated with the alert  108  may be communicated to the computing device  96  via a wired, wireless or a cellular network. The server  116  may identify, collect and store user data from the computing device  96  for later validation purposes. Upon an authorized request, the data may be subsequently transmitted to the computing device  96  from the communication system  94  via the cellular tower  112 . Other communication techniques are also contemplated as within the scope of this disclosure, including but not limited to, satellite, Wi-Fi and other techniques. 
         [0067]    As explained in greater detailed below, the alert  108  that is transmitted to the computing device  96  provides remote notification that GEN mode of the vehicle  100  has been disabled. In one embodiment, the alert  108  may be in the form of a phone call (i.e., an audible alert). In another embodiment, the alert  108  may be in the form of a text message or an email that is sent to the computing device  96 . In yet another embodiment, the alert  108  may be a message that is associated with and displayed as part of the APP  103  of the computing device  96 . It should be understood that any type of alert may be communicated from the alert system  92  to the computing device  96 . 
         [0068]      FIG. 6 , with continued reference to  FIGS. 1-5 , schematically illustrates a control strategy  201  for communicating a GEN mode shutdown alert. Other control strategies may also be implemented and executed by the vehicle  100  within the scope of this disclosure. 
         [0069]    The exemplary control strategy  201  begins at block  202  in response to a selection of GEN mode. For example, the GEN mode may be selected on the driver interface  60  by actuating the GEN mode button  84  (see  FIG. 3 ). 
         [0070]    Next, at block  204 , the control unit  62  of the vehicle system  58  confirms whether or not the vehicle  100  is in park. In one embodiment, the vehicle  100  can operate in GEN mode only if the vehicle  100  is in park. If it is determined that the vehicle  100  is not in park, a message can be communicated to the driver interface  60  and displayed on the display  67  at block  206  to instruct the driver/operator of the current unavailability of GEN mode. For example, the message could read “GEN MODE ONLY AVAILABLE WHILE PARKED” or some other similar message. 
         [0071]    If the vehicle is in park, the control strategy  201  may proceed to block  208 . At block  208 , the driver/operator may enter various energy usage limits using the driver interface  60 . The energy usage limits are limits the driver/operator wishes to impose on the amount of energy that is expended during operation in GEN mode. For example, the driver/operator may set limits on the total amounts of fuel consumption, energy consumption, and time usage of operating the vehicle in GEN mode. In another embodiment, the driver/operator may select a minimum fuel level value, which once reached, will trigger the control unit  62  to shutdown GEN mode. These are intended as non-limiting examples of the types of energy usage limits that may be set by the driver/operator. 
         [0072]    The engine  66  and electric machine  68  are controlled to generate power at block  210 . Electrical power may be supplied to the power point  74  (see  FIGS. 2 and 4 ) for powering various electrical accessories  99  by operating the vehicle  100  in GEN mode. The driver/operator may plug the electrical accessories  99  into the power outlets  76  of the power point  74  as desired in order to supply power to this equipment. 
         [0073]    Beginning with block  212 , the control strategy  201  may undertake a series of periodic system checks for monitoring the energy usage of the vehicle  100  during GEN mode. For example, the control unit  62  may compare an actual fuel level of the engine  66  to the minimum fuel level value set at block  208 . If the actual fuel level is less than or equal to the minimum fuel level value set at block  208 , the control strategy  201  proceeds to block  214  and disables or shuts down GEN mode. If GEN mode is disabled, the alert system  92  communicates an alert  108  to a computing device  96  located remotely from the vehicle  100  at block  216 . 
         [0074]    Alternatively, if the minimum fuel level value has not been reached, the control strategy  201  may proceed to block  218  by measuring total energy consumption of the vehicle  100  during GEN mode. For example, the control unit  62  may measure total fuel consumption by the engine  66 , total energy consumption by the electric machine  68 , and elapsed time that has occurred since GEN mode was selected at block  202 . In one non-limiting embodiment, the measurement of the total energy consumption by the electric machine  68  is based on voltage and current readings of the sensor  72  (see  FIG. 2 ). 
         [0075]    Next, at block  220 , the total fuel consumption that has occurred to that point during GEN mode is compared to the fuel consumption limit established at block  208 . If the total fuel consumption exceeds the set threshold limit, GEN mode is shut down at block  214  and an alert  108  is communicated at block  216 . 
         [0076]    If the fuel consumption limit has not yet been reached, the control strategy  201  proceeds to block  222  where the total energy consumption (in Watt-hours of energy output) is compared to the energy consumption limit set at block  208 . GEN mode is disabled at block  214  and an alert  108  is communicated at block  216  where the total energy consumption limit has been exceeded. 
         [0077]    If the energy consumption limit has not yet been reached, the control strategy  201  may proceed to block  224  where the total time usage is compared to the time usage limit previously set at block  208 . If the time usage limit has been exceeded, GEN mode is then shut down at block  214  and an alert  108  is communicated at block  216 . 
         [0078]    The control strategy  201  may also check whether any vehicle failure modes (e.g., engine  66  or electric machine  68  errors) have occurred during operation of the vehicle  100  in GEN mode at block  226 . If so, GEN mode is then shut down at block  214  and an alert  108  is communicated at block  216 . If no failure modes are detected and no limits have been exceeded, the control strategy  201  returns to block  212  where periodic system checks can be repeated as scheduled by the control unit  62 . 
         [0079]      FIG. 7 , with continued reference to  FIGS. 1-5 , schematically illustrates another control strategy  301  for communicating GEN mode shutdown alerts associated with the vehicle  100 . The control strategy  301  may begin at block  302  in response to a selection of GEN mode. Next, at block  304 , the engine  66  and electric machine  68  are controlled to generate power. Electrical power may be supplied to the power point  74  (see  FIGS. 2 and 4 ) for powering various electrical accessories  99  by operating the vehicle  100  in GEN mode. The driver/operator may plug the electrical accessories  99  into the power outlets  76  of the power point  74  as desired in order to supply power to this equipment. 
         [0080]    Next, at block  306 , carbon monoxide level in the area around the vehicle  100  may be monitored. In one embodiment, the carbon monoxide levels are measured by the CO sensor  90  of the CO detection system  88  and are then communicated to the control unit  62 . 
         [0081]    At block  308 , the detected CO level may be compared to a threshold CO level. In the event that the detected CO level exceeds the threshold CO level at block  310 , GEN mode is shutdown at block  312  and an alert is communicated to a location remote from the vehicle  100  at block  314 . Operation of the vehicle  100  may continue in GEN mode at block  316  if the detected CO level does not exceed the threshold level at block  310 . 
         [0082]    Although the different non-limiting embodiments are illustrated as having specific components or steps, the embodiments of this disclosure are not limited to those particular combinations. It is possible to use some of the components or features from any of the non-limiting embodiments in combination with features or components from any of the other non-limiting embodiments. 
         [0083]    It should be understood that like reference numerals identify corresponding or similar elements throughout the several drawings. It should be understood that although a particular component arrangement is disclosed and illustrated in these exemplary embodiments, other arrangements could also benefit from the teachings of this disclosure. 
         [0084]    The foregoing description shall be interpreted as illustrative and not in any limiting sense. A worker of ordinary skill in the art would understand that certain modifications could come within the scope of this disclosure. For these reasons, the following claims should be studied to determine the true scope and content of this disclosure.