Abstract:
A method according to an exemplary aspect of the present disclosure includes, among other things, controlling an electrified vehicle by increasing lift pedal regeneration in response to exceeding a system regeneration limit.

Description:
TECHNICAL FIELD 
     This disclosure relates to a vehicle system and method associated with an electrified vehicle. The vehicle system is configured to adapt lift pedal regeneration of the electrified vehicle in response to exceeding a system regeneration limit. 
     BACKGROUND 
     The need to reduce fuel consumption and emissions in automobiles and other vehicles is well known. Therefore, vehicles are being developed that reduce or completely eliminate reliance on internal combustion engines. Electrified vehicles are one type of vehicle currently being developed for this purpose. In general, electrified vehicles differ from conventional motor vehicles in that they are selectively driven by one or more battery powered electric machines. Conventional motor vehicles, by contrast, rely exclusively on the internal combustion engine to drive the vehicle. 
     It is known to use an electric machine to decelerate an electrified vehicle. This is commonly referred to as regenerative braking. Regenerative braking can be achieved during braking or lift pedal conditions by configuring the electric machine as a generator. The act of generating power with the electric machine creates a negative braking torque, or regenerative torque, on the electric machine. The negative torque is transmitted to the drive wheels to slow the electrified vehicle. 
     Drivers of electrified vehicles can apply a brake pedal so abruptly or assertively that a system regeneration limit is exceeded, thereby forcing friction brakes of the vehicle to apply the decelerative wheel torque. If braking is too aggressive, regeneration energy is lost to the vehicle friction brakes, which may reduce fuel economy. 
     SUMMARY 
     A method according to an exemplary aspect of the present disclosure includes, among other things, controlling an electrified vehicle by increasing lift pedal regeneration in response to exceeding a system regeneration limit. 
     In a further non-limiting embodiment of the foregoing method, the controlling step includes incrementally increasing the lift pedal regeneration each time the system regeneration limit is exceeded. 
     In a further non-limiting embodiment of either of the foregoing methods, the step of incrementally increasing the lift pedal regeneration includes increasing the lift pedal regeneration by a predefined amount each time the system regeneration limit is exceeded. 
     In a further non-limiting embodiment of any of the foregoing methods, the controlling step includes incrementally increasing or decreasing the lift pedal regeneration if driver braking behavior meets a predefined criteria. 
     In a further non-limiting embodiment of any of the foregoing methods, the predefined criteria includes whether friction brakes of the electrified vehicle have been applied during a predefined number of key cycles. 
     In a further non-limiting embodiment of any of the foregoing methods, the predefined criteria includes whether the system regeneration limit has been exceeded during a predefined amount of time or predefined number of braking events. 
     In a further non-limiting embodiment of any of the foregoing methods, the controlling step includes monitoring a braking event and determining whether the system regeneration limit was exceeded during the braking event. 
     In a further non-limiting embodiment of any of the foregoing methods, the determining step includes determining whether friction brakes of the electrified vehicle were applied during the braking event. 
     In a further non-limiting embodiment of any of the foregoing methods, the controlling step includes increasing the lift pedal regeneration only if the increased lift pedal regeneration does not exceed a predefined maximum lift pedal regeneration. 
     In a further non-limiting embodiment of any of the foregoing methods, the method includes decelerating the electrified vehicle based on the increased lift pedal regeneration during a subsequent lift pedal event. 
     In a further non-limiting embodiment of any of the foregoing methods, the method includes decelerating the electrified vehicle at a first deceleration rate in response to a first lift pedal event and decelerating the electrified vehicle at a second deceleration rate that is greater than the first deceleration rate during a second lift pedal event in response to exceeding the system regeneration limit of the electrified vehicle during the first lift pedal event. 
     In a further non-limiting embodiment of any of the foregoing methods, the method includes commanding a torque command signal that is derived from the increased lift pedal regeneration to an electric machine to decelerate the electrified vehicle at a desired deceleration rate during a subsequent lift pedal event. 
     In a further non-limiting embodiment of any of the foregoing methods, the controlling step includes decreasing the lift pedal regeneration if the system regeneration limit was not exceeded during a predefined amount of time prior to the decreasing step. 
     In a further non-limiting embodiment of any of the foregoing methods, the method includes determining a location of the electrified vehicle and determining whether the system regeneration limit was previously exceeded at the location. 
     In a further non-limiting embodiment of any of the foregoing methods, the method includes performing the controlling step if the system regeneration limit was previously exceeded at the location. 
     A vehicle system according to another exemplary aspect of the present disclosure includes, among other things, an electric machine and a control module in communication with the electric machine and configured to increase a negative torque demand commanded to the electric machine in response to exceeding a system regeneration limit during a braking event of the vehicle system. 
     In a further non-limiting embodiment of the foregoing vehicle system, an accelerator pedal communicates a pedal position signal to the control module. 
     In a further non-limiting embodiment of either of the foregoing vehicle systems, a brake pedal communicates a pedal position signal to the control module. 
     In a further non-limiting embodiment of any of the foregoing vehicle systems, the negative torque demand is derived from a power calculation associated with lift pedal regeneration. 
     In a further non-limiting embodiment of any of the foregoing vehicle systems, the control module is configured to decrease the negative torque demand commanded to the electric machine if the system regeneration limit is not exceeded during the braking event and a driver braking behavior meets a predefined criteria. 
     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. 
     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 
         FIG. 1  schematically illustrates a powertrain of an electrified vehicle. 
         FIG. 2  illustrates a vehicle system of an electrified vehicle. 
         FIG. 3  schematically illustrates a vehicle control strategy for adapting lift pedal regeneration of an electrified vehicle in response to exceeding a system regeneration limit. 
         FIG. 4  schematically illustrates a vehicle control strategy according to another embodiment of this disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     This disclosure relates to a vehicle system and method for adapting lift pedal regeneration during certain driving events. For example, the vehicle system may adapt lift pedal regeneration in response to exceeding a system regeneration limit, or the maximum amount of power that can be recaptured by the vehicle during a given amount of time. The lift pedal regeneration can be incrementally increased each time the system regeneration limit has been exceeded. Conversely, the lift pedal regeneration can be incrementally decreased during other conditions, such as when acceptable braking behavior has been observed. These and other features are discussed in greater detail in the paragraphs that follow. 
       FIG. 1  schematically illustrates a powertrain  10  for an electrified vehicle  12 . Although depicted as a hybrid electric vehicle (HEV), 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, plug-in hybrid electric vehicles (PHEV&#39;s), battery electric vehicles (BEV&#39;s), and modular hybrid transmission vehicles (MHT&#39;s). 
     In one embodiment, the powertrain  10  is a power-split powertrain system that employs a first drive system and a second drive system. The first drive system includes a combination of an engine  14  and a generator  18  (i.e., a first electric machine). The second drive system includes at least a motor  22  (i.e., a second electric machine), the generator  18 , and a battery assembly  24 . In this example, the second drive system is considered an electric drive system of the powertrain  10 . The first and second drive systems generate torque to drive one or more sets of vehicle drive wheels  28  of the electrified vehicle  12 . Although a power-split configuration is shown, this disclosure extends to any hybrid or electric vehicle including full hybrids, parallel hybrids, series hybrids, mild hybrids or micro hybrids. 
     The engine  14 , which could include an internal combustion engine, and the generator  18  may be connected through a power transfer unit  30 , such as 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  18 . In one non-limiting embodiment, the power transfer unit  30  is a planetary gear set that includes a ring gear  32 , a sun gear  34 , and a carrier assembly  36 . 
     The generator  18  can be driven by the engine  14  through the power transfer unit  30  to convert kinetic energy to electrical energy. The generator  18  can alternatively function as a motor to convert electrical energy into kinetic energy, thereby outputting torque to a shaft  38  connected to the power transfer unit  30 . Because the generator  18  is operatively connected to the engine  14 , the speed of the engine  14  can be controlled by the generator  18 . 
     The ring gear  32  of the power transfer unit  30  may be connected to a shaft  40 , which is connected to vehicle drive wheels  28  through a second power transfer unit  44 . The second power transfer unit  44  may include a gear set having a plurality of gears  46 . Other power transfer units may also be suitable. The gears  46  transfer torque from the engine  14  to a differential  48  to ultimately provide traction to the vehicle drive wheels  28 . The differential  48  may include a plurality of gears that enable the transfer of torque to the vehicle drive wheels  28 . In one embodiment, the second power transfer unit  44  is mechanically coupled to an axle  50  through the differential  48  to distribute torque to the vehicle drive wheels  28 . 
     The motor  22  can also be employed to drive the vehicle drive wheels  28  by outputting torque to a shaft  52  that is also connected to the second power transfer unit  44 . In one embodiment, the motor  22  and the generator  18  cooperate as part of a regenerative braking system in which both the motor  22  and the generator  18  can be employed as motors to output torque. For example, the motor  22  and the generator  18  can each output electrical power to the battery assembly  24 . 
     The battery assembly  24  is an exemplary type of electrified vehicle battery assembly. The battery assembly  24  may include a high voltage battery pack that includes a plurality of battery arrays capable of outputting electrical power to operate the motor  22  and the generator  18 . Other types of energy storage devices and/or output devices can also be used to electrically power the electrified vehicle  12 . 
     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  22  is used (generally without assistance from the engine  14 ) for vehicle propulsion, thereby depleting the battery assembly  24  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 assembly  24  may increase in some circumstances, for example due to a period of regenerative braking. The engine  14  is generally OFF under a default EV mode but could be operated as necessary based on a vehicle system state or as permitted by the operator. 
     The electrified vehicle  12  may additionally operate in a Hybrid (HEV) mode in which the engine  14  and the motor  22  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  22  propulsion usage in order to maintain the state of charge of the battery assembly  24  at a constant or approximately constant level by increasing the engine  14  propulsion usage. The electrified vehicle  12  may be operated in other operating modes in addition to the EV and HEV modes within the scope of this disclosure. 
       FIG. 2  illustrates a vehicle system  56  that may be incorporated into a vehicle, such as the electrified vehicle  12  of  FIG. 1 . The vehicle system  56  is adapted to adjust an amount of lift pedal regeneration that is utilized to decelerate an electrified vehicle during certain driving conditions, such as in response to exceeding a system regeneration limit In this disclosure, the term “lift pedal regeneration” refers to the act of generating power with an electric machine to create a negative torque for decelerating the electrified vehicle and storing the collected energy in a high voltage battery when a driver releases an accelerator pedal. Also, the term “system regeneration limit” refers to the maximum amount of power/current/voltage or other similar unit of measurement that can be recaptured by the components of the vehicle system  56  in a given amount of time during a period of lift pedal regeneration. 
     In one non-limiting embodiment, the exemplary vehicle system  56  includes an accelerator pedal  54 , a brake pedal  58 , an electric machine  59 , and a control module  60 . The accelerator pedal  54  may be located within a passenger compartment  62  (shown schematically) onboard an electrified vehicle. The accelerator pedal  54  may be actuated by a driver to request a torque, power or drive command for propelling or decelerating the vehicle. The accelerator pedal  54  may be positioned at a plurality of accelerator pedal positions between fully tipped out (shown as position T 1 , also called lift pedal) and tip in (shown as position T 2 ). For example, at a 0% pedal position, the accelerator pedal  54  is completely tipped out (i.e., driver&#39;s foot has been removed from the accelerator pedal  54 ), and at a 100% pedal position the accelerator pedal  54  is completely tipped in (i.e., driver&#39;s foot has depressed the accelerator pedal  54  down to a floor board  64  of the passenger compartment  62 ). The vehicle system  56  may command lift pedal regeneration when the accelerator pedal  54  is in position T 1 . 
     The accelerator pedal  54  may be an electronic device that includes a sensor  66  for indicating the accelerator pedal position during vehicle operation. In general, the sensor  66  may generate a pedal position signal S 1  that is communicated to the control module  60  as the accelerator pedal  54  is depressed and/or released. 
     The brake pedal  58  may also be located within the passenger compartment  62 . The brake pedal  58  may be actuated by the driver to decelerate the vehicle. The brake pedal  58  may be depressed toward the floor board  64  to activate regenerative braking and/or to activate friction brakes of the electrified vehicle (not shown). In one embodiment, the brake pedal  58  is an electronic device that includes a sensor  76  for indicating a pedal position when the brake pedal  58  is actuated. The sensor  76  may generate a pedal position signal S 2  that is communicated to the control module  60  as pressure is applied to the brake pedal  58 . The pedal position signal S 2  may be indicative of an amount of pressure applied to the brake pedal  58 . 
     The electric machine  59  may be configured as an electric motor, a generator or a combined electric motor/generator. Based at least upon input from the accelerator pedal  54  via the pedal position signal S 1  and the brake pedal  58  via the pedal position signal S 2 , the control module  60  may command torque (either positive torque or negative torque) from the electric machine  59  for generating power. For example, the electric machine  59  may receive torque command signals S 3  from the control module  60  for propelling the electrified vehicle or for decelerating the electrified vehicle during periods of lift pedal regeneration. In some driving situations, such as aggressive braking conditions, the control module  60  may additionally or alternatively apply the friction brakes (not shown) to decelerate the vehicle. 
     While schematically illustrated as a single module in the illustrated embodiment, the control module  60  of the vehicle system  56  may be part of a larger control system and may be controlled by various other controllers throughout an electrified vehicle, such as a vehicle system controller (VSC) that includes a powertrain control unit, a transmission control unit, an engine control unit, a battery electronic control module (BECM), etc. It should therefore be understood that the control module  60  and one or more other controllers can be collectively referred to as “a control module” that controls, such as through a plurality of integrated algorithms, various actuators in response to signals from various sensors to control functions associated with the electrified vehicle, and in this case, with the vehicle system  56 . The various controllers that make up the VSC can communicate with one another using a common bus protocol (e.g., CAN). 
     In one embodiment, the control module  60  includes executable instructions for interfacing with and operating various components of the vehicle system  56 . The control module  60  may include inputs  68  and outputs  70  for interfacing with the components of the vehicle system  56 . The control module  60  may additionally include a central processing unit  72  and non-transitory memory  74  for executing the various control strategies and modes of the vehicle system  56 . 
     In one embodiment, the control module  60  is configured to monitor braking events of the electrified vehicle and increase an amount of lift pedal regeneration if the regenerative power limit is exceeded during the braking event. A desired deceleration rate associated with the lift pedal regeneration may be calculated based at least on the pedal position signal Si and the pedal position signal S 2 . The control module  60  may communicate a torque command signal S 3  to the electric machine  59  for achieving the desired deceleration rate during the lift pedal event. 
       FIG. 3 , with continued reference to  FIGS. 1-2 , schematically illustrates a vehicle control strategy  100  of an electrified vehicle  12  equipped with the vehicle system  56  described above. The exemplary vehicle control strategy  100  may be performed to adapt lift pedal regeneration of the electrified vehicle  12  during certain driving events. For example, lift pedal generation may be increased in response to exceeding a system regeneration limit of the electrified vehicle  12  during a braking event. Of course, the vehicle system  56  is capable of implementing and executing other control strategies within the scope of this disclosure. In one embodiment, the control module  60  of the vehicle system  56  may be programmed with one or more algorithms adapted to execute the vehicle control strategy  100 , or any other control strategy. In other words, in one non-limiting embodiment, the vehicle control strategy may be stored as executable instructions in a non-transitory memory  74  of the control module  60 . 
     As shown in  FIG. 3 , the vehicle control strategy  100  begins at block  102 . At block  104 , the vehicle system  56  monitors braking events of the electrified vehicle  12 . A braking event occurs when the brake pedal  58  is actuated by a driver. This would also coincide with a lift pedal event in which the driver releases pressure on the accelerator pedal  54  (i.e., moves the accelerator pedal  54  to position T 1  of  FIG. 2 ). The control module  60  of the vehicle system  56  may monitor the braking events based on pedal position signals S 1 , S 2  from the sensors  66 ,  76 . 
     At block  106 , the vehicle control strategy  100  determines whether a system regeneration limit of the electrified vehicle  12  has been exceeded during each braking event. In one embodiment, the vehicle system  56  determines whether or not the system regeneration limit was exceeded by determining whether friction brakes were used to decelerate the electrified vehicle  12  during the braking event. This determination can be made by calculating whether the braking power demand (derived from the pedal position signal S 2 ) exceeds the regenerative power limit If the difference between the braking power demand and the regenerative power limit exceeds zero, then the friction brakes have been applied to decelerate the electrified vehicle  12 . Stated another way, if the friction brakes were used to decelerate the electrified vehicle  12 , then the vehicle control strategy  100  can conclude that the regenerative power limit was exceeded. 
     If the system regeneration limit has been exceeded, the vehicle control strategy  100  proceeds to block  108  and commands increased lift pedal regeneration for the next lift pedal event. In one embodiment, the lift pedal regeneration, which includes an associated power calculation generated by the electric machine  59 , is incrementally increased in response to exceeding the system regeneration limit. The lift pedal regeneration can be increased by a predefined percentage amount, which is in one example a 1% increase, although other incremental increases are also contemplated. The control module  60  may communicate a torque command signal S 3  to the electric machine  59  for achieving a desired deceleration rate that is derived from the power calculation associated with the increased lift pedal regeneration to decelerate the electrified vehicle  12 . 
     In another embodiment, the vehicle control strategy  100  can also control how much the lift pedal regeneration is incrementally increased, which may vary from one lift pedal event to the next. The amount of change may be a function of an amount that the system regeneration limit has been exceeded. Various factors may influence this calculation, including but not limited to, brake torque, wheel speed, motor torque, motor speed, driveline losses and other parasitic power losses. 
     The vehicle control strategy  100  may be adapted to increase the lift pedal regeneration at block  108  only if such an increase would not exceed a predefined maximum lift pedal regeneration. The predefined maximum lift pedal regeneration may be a value stored in the non-transitory memory  74  of the control module  60 , such as in a look-up table, for comparison to the increased lift pedal regeneration calculated at block  108 . 
     In one embodiment, the electrified vehicle  12  is decelerated at a first deceleration rate prior to block  108  (i.e., in response to a first lift pedal event), and may be decelerated at a second deceleration rate that is greater than the first deceleration rate in response to a second lift pedal event that occurs after block  108 . Stated another way, the first lift pedal event occurs prior to exceeding the system regeneration limit and the second lift pedal event occurs after exceeding the system regeneration limit. The electrified vehicle  12  is therefore decelerated more assertively subsequent to exceeding a system regeneration limit. 
     Alternatively, if the system regeneration limit is not exceeded at block  106 , the vehicle control strategy  100  may proceed to block  110 . The vehicle control strategy  100  may determine whether the driver of the electrified vehicle  12  has exhibited acceptable braking behavior at block  110 . For example, the vehicle control strategy  100  may be adapted to compare the driver&#39;s braking behavior to one or more predefined criteria. In one embodiment, the predefined criteria includes whether the friction brakes of the electrified vehicle  12  were applied during a predefined number of previous key cycles. In another embodiment, the predefined criteria may include a predefined amount of time or number of braking events for which the system regeneration limit has not been exceeded. 
     The vehicle control strategy  100  proceeds to block  112  if the driver&#39;s braking behavior meets the predefined criteria during the comparison of block  110 . The lift pedal regeneration may then be decreased, or unwound, at block  112 . The lift pedal regeneration can be decreased by a predefined percentage amount, which is in one example, a 1% decrease, although other incremental decreased amounts are also contemplated. The control module  60  may communicate a torque command signal S 3  to the electric machine  59  that is derived from the power calculation associated with the decreased lift pedal regeneration value to decelerate the electrified vehicle  12  at a different deceleration rate during a subsequent lift pedal condition. 
     In another embodiment, the vehicle control strategy  100  may be adapted to decrease the lift pedal regeneration at block  112  only if such a decrease would not exceed a predefined minimum lift pedal regeneration. The predefined minimum lift pedal regeneration may be a value stored in the non-transitory memory  74  of the control module  60 , such as in a look-up table, for comparison to the decreased lift pedal regeneration calculated at block  112 . 
     In another embodiment, the lift pedal regeneration may be increased in response to predefined criteria associated with the driver&#39;s braking behavior. For example, the control module  60  may ignore the first few times the system regeneration limit is exceeded and then begin to increase the lift pedal regeneration in response to subsequently exceeding system regeneration limits. 
       FIG. 4  illustrates another exemplary vehicle control strategy  200  that can be implemented and executed by the vehicle system  56 . First, a location of the electrified vehicle  12  may be determined at block  202 . In one embodiment, the vehicle system  56  utilizes GPS technology to determine the location of the electrified vehicle  12 . However, other technologies are also contemplated and may be used separately from or in combination with GPS technology. 
     Next, at block  204 , the vehicle system  56  determines whether the driver of the electrified vehicle  12  has exceeded the system regeneration limit when previously at the location identified at block  202 . If not, the vehicle control strategy returns to block  202 . However, if the driver has previously exceeded the system regeneration limit at the location identified at block  202 , the vehicle control strategy  100  can increase lift pedal regeneration at block  206 . In this way, the vehicle system  56  can ramp-up lift pedal regeneration in locations where the driver has previously exceeded the system regeneration limit, thereby increasing fuel economy in a manner that is unobtrusive to the driver. 
     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. 
     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. 
     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.