Patent ID: 12208691

DETAILED DESCRIPTION

Embodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples and other embodiments can take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations.

FIG.1depicts an electrified vehicle112that may be referred to as a plug-in hybrid-electric vehicle (PHEV), a battery electric vehicle (BEV), a mild hybrid-electric vehicle (MHEV), and/or a full hybrid electric vehicle (FHEV). A plug-in hybrid-electric vehicle112may comprise one or more electric machines114mechanically coupled to a hybrid transmission116. The electric machines114may be capable of operating as a motor or a generator. In addition, the hybrid transmission116is mechanically coupled to an engine118. The hybrid transmission116is also mechanically coupled to a drive shaft120that is mechanically coupled to the wheels122. The electric machines114can provide propulsion and braking capability when the engine118is turned on or off. The electric machines114may also act as generators and can provide fuel economy benefits by recovering energy that would normally be lost as heat in a friction braking system. The electric machines114may also reduce vehicle emissions by allowing the engine118to operate at more efficient speeds and allowing the hybrid-electric vehicle112to be operated in electric mode with the engine118off under certain conditions.

A traction battery or battery pack124may store energy that can be used by the electric machines114. The vehicle battery pack124may provide a high voltage direct current (DC) output. The traction battery124may be electrically coupled to one or more power electronics modules126(such as a traction inverter). One or more contactors125may isolate the traction battery124from other components when opened and connect the traction battery124to other components when closed. The power electronics module126is also electrically coupled to the electric machines114and provides the ability to bi-directionally transfer energy between the traction battery124and the electric machines114. For example, a traction battery124may provide a DC voltage while the electric machines114may operate with a three-phase alternating current (AC) to function. The power electronics module126may convert the DC voltage to a three-phase AC current to operate the electric machines114. In a regenerative mode, the power electronics module126may convert the three-phase AC current from the electric machines114acting as generators to DC voltage compatible with the traction battery124.

The vehicle112may include a variable-voltage converter (VVC) (not shown) electrically coupled between the traction battery124and the power electronics module126. The VVC may be a DC/DC boost converter configured to increase or boost the voltage provided by the traction battery124. By increasing the voltage, current requirements may be decreased leading to a reduction in wiring size for the power electronics module126and the electric machines114. Further, the electric machines114may be operated with better efficiency and lower losses.

In addition to providing energy for propulsion, the traction battery124may provide energy for other vehicle electrical systems. The vehicle112may include a DC/DC converter module128that converts the high voltage DC output of the traction battery124to a low voltage DC supply that is compatible with low-voltage vehicle loads. An output of the DC/DC converter module128may be electrically coupled to an auxiliary battery130(e.g., 12V battery) for charging the auxiliary battery130. The low-voltage systems having one or more low-voltage loads131may be electrically coupled to the auxiliary battery130. One or more electrical loads132may be coupled to the high-voltage bus/rail. The electrical loads132may have an associated controller that operates and controls the electrical loads146when appropriate. Examples of electrical loads132may be a fan, an electric heating element, and/or an air-conditioning compressor. The vehicle112may be further configured to provide electric power supply to an external power device (not shown) via one or more power outlets (power sockets)133through a DC/AC converter135. The power outlet133may be located inside and/or outside the vehicle cabin. For instance, the power outlet133may be receptacles configured to correspond to NEMA connectors used in North America, although power receptacles supporting other standards may be used under essentially the same concept. The DC/AC converter135may be electrically coupled between the traction battery124and the power outlet133and configured to convert the high voltage DC current from the traction battery124into an AC current with a corresponding voltage (e.g. 110V, 220V or the like) compatible with the external power devices.

The electrified vehicle112may be configured to recharge the traction battery124from an external power source134. The external power source134may be a connection to an electrical outlet. The external power source134may be electrically coupled to a charger or electric vehicle supply equipment (EVSE)136. The external power source134may be an electrical power distribution network or grid as provided by an electric utility company. The EVSE136may provide circuitry and controls to regulate and manage the transfer of energy between the power source134and the vehicle112. The external power source134may provide DC or AC electric power to the EVSE136. The EVSE136may have a charge connector138for plugging into a charge port140of the vehicle112. The charge port140may be any type of port configured to transfer power from the EVSE136to the vehicle112. The charge port140may be electrically coupled to a charger or on-board power conversion module142. The power conversion module142may condition the power supplied from the EVSE136to provide the proper voltage and current levels to the traction battery124. The power conversion module142may interface with the EVSE136to coordinate the delivery of power to the vehicle112. The EVSE connector138may have pins that mate with corresponding recesses of the charge port140. Alternatively, various components described as being electrically coupled or connected may transfer power using a wireless inductive coupling.

The vehicle112may be provided with various sensors148to perform various measurements. As a few non-limiting examples, the sensors148may include one or more vehicle weight sensors configured to measure a weight of the vehicle112which may be used for driving range estimation. In general, heavier vehicle weight may reduce vehicle driving range. The sensors148may further include a temperature sensor configured to measure an ambient temperature which may affect the driving range of the vehicle112. The sensors148may further include an electric sensor in communication with the power outlet133configured to detect the type of the external power devices connected to the power outlet133. The sensor data may be transmitted to a controller or computing platform150for processing and analysis.

Referring toFIG.2, an example block topology of a vehicle system200of one embodiment of the present disclosure is illustrated. As an example, the system200may include the SYNC system manufactured by The Ford Motor Company of Dearborn, Michigan. It should be noted that the illustrated system200is merely an example, and more, fewer, and/or differently located elements may be used.

As illustrated inFIG.2, the computing platform150may include one or more processors206configured to perform instructions, commands, and other routines in support of the processes described herein. For instance, the computing platform150may be configured to execute instructions of vehicle applications208to provide features such as navigation, remote controls, and wireless communications. Such instructions and other data may be maintained in a non-volatile manner using a variety of types of computer-readable storage medium210. The computer-readable medium210(also referred to as a processor-readable medium or storage) includes any non-transitory medium (e.g., tangible medium) that participates in providing instructions or other data that may be read by the processor206of the computing platform150. Computer-executable instructions may be compiled or interpreted from computer programs created using a variety of programming languages and/or technologies, including, without limitation, and either alone or in combination, Java, C, C++, C #, Objective C, Fortran, Pascal, Java Script, Python, Perl, and PL/SQL.

The computing platform150may be provided with various features allowing the vehicle occupants/users to interface with the computing platform150. For example, the computing platform150may receive input from HMI controls212configured to provide for occupant interaction with the vehicle112. As an example, the computing platform150may interface with one or more buttons, switches, knobs, or other HMI controls configured to invoke functions on the computing platform150(e.g., steering wheel audio buttons, a push-to-talk button, instrument panel controls, etc.).

The computing platform150may also drive or otherwise communicate with one or more displays214configured to provide visual output to vehicle occupants by way of a video controller216. In some cases, the display214may be a touch screen further configured to receive user touch input via the video controller216, while in other cases the display214may be a display only, without touch input capabilities. As a few non-limiting examples, the display214may be implemented as a liquid crystal display (LCD) screen mounted on the dashboard inside the vehicle112. Additionally or alternatively, the display214may be a projector mounted inside or outside the vehicle cabin configured to project an image onto a surface to interact with the vehicle user. In case that the vehicle112is a pickup truck having an open bed, the projector214may be mounted on an edge or rail of the bed and configured project the image onto a rear window of the vehicle cabin allowing a user behind the vehicle to see the image. Alternatively, the projector214may be installed inside the vehicle cabin and project the image onto the rear window from the inside which still allows the user to see the image from the outside. The computing platform150may also drive or otherwise communicate with one or more speakers218configured to provide audio output and input to vehicle occupants by way of an audio controller220.

The computing platform150may also be provided with navigation and route planning features through a navigation controller222configured to calculate navigation routes responsive to user input via, for example, the HMI controls212, and output planned routes and instructions via the speaker218and the display214. Location data that is needed for navigation may be collected from a global navigation satellite system (GNSS) controller224configured to communicate with multiple satellites and calculate the location of the vehicle112. The GNSS controller224may be configured to support various current and/or future global or regional location systems such as global positioning system (GPS), Galileo, Beidou, Global Navigation Satellite System (GLONASS) and the like. Map data used for route planning may be stored in the storage210as a part of the vehicle data226. Navigation software may be stored in the storage210as one the vehicle applications208.

The computing platform150may be configured to wirelessly communicate with a mobile device228of the vehicle users/occupants via a wireless connection230. The mobile device228may be any of various types of portable computing devices, such as cellular phones, tablet computers, wearable devices, smart watches, smart fobs, laptop computers, portable music players, or other devices capable of communication with the computing platform150. A wireless transceiver232may be in communication with a Wi-Fi controller234, a Bluetooth controller236, a radio-frequency identification (RFID) controller238, a near-field communication (NFC) controller240, and other controllers such as a Zigbee transceiver, an IrDA transceiver, a ultra-wide band (UWB) controller (not shown), and be configured to communicate with a compatible wireless transceiver242of the mobile device228.

The mobile device228may be provided with a processor244configured to perform instructions, commands, and other routines in support of the processes such as navigation, telephone, wireless communication, and multi-media processing. For instance, the mobile device228may be provided with location and navigation functions via a navigation controller246and a GNSS controller248. The mobile device228may be provided with the wireless transceiver242in communication with a Wi-Fi controller250, a Bluetooth controller252, a RFID controller254, an NFC controller256, and other controllers (not shown), configured to communicate with the wireless transceiver232of the computing platform150. The mobile device228may be further provided with a non-volatile storage258to store various mobile application260and mobile data262.

The computing platform150may be further configured to communicate with various components of the vehicle112via one or more in-vehicle networks266. The in-vehicle network266may include, but is not limited to, one or more of a controller area network (CAN), an Ethernet network, and a media-oriented system transport (MOST), as some examples. Furthermore, the in-vehicle network266, or portions of the in-vehicle network266, may be a wireless network accomplished via Bluetooth low-energy (BLE), Wi-Fi, UWB, or the like.

The computing platform150may be configured to communicate with various electronic control units (ECUs)268of the vehicle112configured to perform various operations. For instance, the ECUs268may include a telematics control unit (TCU)270configured to control telecommunication between vehicle112and a wireless network272through a wireless connection274using a modem276. The wireless connection274may be in the form of various communication networks, for example, a cellular network. Through the wireless network272, the vehicle may access one or more servers278to access various content for various purposes. It is noted that the terms wireless network and server are used as general terms in the present disclosure and may include any computing network involving carriers, routers, computers, controllers, circuitry or the like configured to store data and perform data processing functions and facilitate communication between various entities. The ECUs268may further include an autonomous driving controller (ADC)280configured to monitor and operate an autonomous driving feature of the vehicle112. Driving instructions may be received remotely from the server278. The ADC280may be configured to perform the autonomous driving features using the driving instructions combined with navigation instructions from the navigation controller222. Additionally, the server278may be configured to track tool usage and power consumption based on job site location for vehicle dispatching purposes. Vehicle logistic planning may be performed based on tool need at specific job sites. As an example, a first vehicle (not shown) may have a maximum output power of 6 kW and a second vehicle (not shown) may have a maximum output power of 10 kW via the power outlet133. In case the job site requires 8 kW output power, the second vehicle may be dispatched via the server278.

As discussed above with reference toFIG.1, the computing platform150may monitor and control the operation of the power outlet133that is configured to supplying electric power to the external power device282. The external power device282is used as a general term in the present disclosure and may include various devices, apparatuses, and hardware powered by electricity. As a few non-limiting examples, the external power devices282may include one or more power tools such as power drill, electric welder, electric lights, or the like each having a power rating. The sensors148may be configured to detect the type and power consumption of the external power devices282and report the detected information to the computing platform. Additionally or alternatively, one or more of the external power devices282may be provided with a beacon (not shown) configured to communicate with the wireless transceiver232such that the computing platform150may identify the type and power of the external power device. As an example, a lookup table stored in the storage as a part of the vehicle data226may be used to identify a corresponding power device using the beacon information received from the external power device282. Alternatively, the computing platform150may obtain the information about the external power device282via the mobile device228in communication with the beacon of each respective device282.

Referring toFIG.3, an example diagram300of the vehicle projecting system is illustrated. With continuing reference toFIGS.1and2, the projector214may be mounted externally near the bed of a pickup truck vehicle112in the present example. The projector214may be configured to project an interface302onto the rear cabin window304of the vehicle112to allow a user306to view the interface302from the back of the vehicle112. Alternatively, the rear window304of the vehicle112may include a transparent display (see-through display)214configured to output the interface302while being transparent to allow the driver to see through the rear window. Alternatively, the interface302may be output via the mobile device228in communication with the vehicle112via a direct wireless link230and/or via the wireless network272. Outputting the interface302via the mobile device228allows the user306to be aware of the information about the vehicle112while being away from the vehicle112. The interface302may provide the user306with various information related to the power and fuel status of the vehicle112to prevent the depletion of the vehicle battery124while the external power device282is plugged in the power outlet133. As an example, the displaying of the interface302may be triggered responsive to the vehicle112detecting the external power device282is plugged in to the power outlet133.

An example of the interface302is illustrated inFIG.3. The interface may include a battery level gauge (fuel gauge)308indicative of a current state-of-charge (SOC) of the traction battery124. The SOC of the battery124may be presented in a percentage form although other forms such as an actual ampere hour (Ah) may be used in other embodiments. Although the present disclosure may be more applicable to a BEV situation without an internal combustion engine, the same concept may also be applicable to a hybrid vehicle. In case that the vehicle112is provided with the engine118, the interface302may further include a fuel gauge310indicative of a fuel level of the vehicle112. The interface302may further include a distance to empty (DTE) entry312dynamically calculated using the SOC of the battery124alone or in addition to the fuel level. The interface302may further include a distance to station entry314indicative of a distance from a current vehicle location to a predetermined station location equipped with charging/fueling facilities (e.g., an EVSE) calculated via the navigation controller222of the computing platform150. The station location may include one or more predefined locations assigned to the vehicle to return to after finishing a scheduled operating task. For instance, for a work truck vehicle112, the station location may be shop or garage associated with an entity managing the operation of the vehicle. In case that multiple station locations are present in the vehicle database, the navigation controller222may automatically identify the nearest location as the station location for the vehicle112to return to. Additionally or alternatively, in a more comprehensive scheduling system, the computing platform105may be configured to select one of the station locations based on an availability of EVSEs136at each station location. The vehicle112may determine a minimum SOC of the traction battery124based on the distance to station to ensure that the vehicle112has enough charge/fuel to reach the station for charging.

The interface302may further include a current power consumption entry316indicative of a power drawn from the power outlet133by the external power device282as measured by a power sensor148associated with the power outlet133. Different external power devices282may have different power ratings. Continuing with the above pickup truck example, various tools may be associated with the vehicle112. The external power device282may include a power drill having a power rating of 800 to 1,200 watts, and a power welder having a power rating of 7 to 12 kilowatts. Obviously, the two devices in the present example may have significantly different impact on the battery life as well as the driving range of the traction battery124. Based on the power ratings of the power devices, the current SOC of the traction battery and the distance to the station, the vehicle112may further output a device suggestion entry318via the interface302to recommend appropriate use of the power outlet133such that a depletion of the traction battery124may be avoided. The interface302may further include a current device being used entry320.

Referring toFIG.4, an example process400for a vehicle power management process is illustrated. With continuing reference toFIGS.1to3, the process400may be performed by the computing platform150of a BEV112in the present example although the process may be applied to hybrid vehicles by other controllers/components under essentially the same concept. At operation402, the vehicle computing platform150detects a presence and identify of one or more external power devices282at the vicinity of the vehicle112which indicates that those detected power devices282may potentially be used and draw power from the traction battery124via the power outlet133in the near future. As discussed above, the computing platform150may detect the external power devices using one or more beacons (not shown) via the sensor148. Alternatively, the computing platform150may obtain the availability information of the external devices via the mobile device228in communication with the vehicle via the wireless link230. Alternatively, the user306may manually input the information about the external power devices282into the computing platform150via the HMI212. With the external power devices282detected and identified, the computing platform may determine the power rating of the power devices282via various means. For instance, the power rating information may be transmitted to the computing platform150via the beacon or via the mobile device228. The computing platform150may further have the power rating (e.g., a lookup table) stored in the storage210as a part of vehicle data226. Alternatively, the computing platform150may be further configured to obtain the power rating of the power devices282from the server278via the TCU270using the identity of the devices282.

At operation404, responsive to detecting a power draw from the power outlet133, the computing platform150starts to measure an actual power drawn from the power outlet133and identify which device is drawing the power. The computing platform150may communicate with the device currently being used via the power outlet133or via a wireless connection (e.g., Bluetooth connection). Alternatively, the computing platform150may make an assumption about the identity of the current device based on the actual power being drawn from the power outlet133. At operation406, the computing platform150presents the interface302to the user via the display/projector214and/or via the mobile device228. The interface302, as discussed above, may include a devices being used entry320based on the identification at operation404. The interface302may further include a message requesting the user306to confirm that the current device being used as identified is correct. This confirmation request may be particularly useful in case that the identity of the current device is assumed such that the computing platform150may “learn” the devices to provide better identification in the future. Responsive to receiving a user feedback at operation408, the process proceeds to operation410and the computing platform150confirms or updates the identity of the current device using the user feedback. For instance, the user306may be allowed to make an input via the HMI212of the computing platform150or via the mobile device228. The user input may be a confirmation of the device as identified, or a correction of the identity of the device if wrongly identified.

At operation412, the computing platform150determines the distance to station (DTS) and a distance to empty, and outputs the determination via the interface302. As discussed above, the distance to empty may be calculated using the SOC of the traction battery124. Additionally, the computing platform150may further adjust the distance to empty using a vehicle load/weight and towing status as detected via the weight sensor148and an ambient temperature as detected via the temperature sensor148. Alternatively, the computing platform150may be configured to estimate the weight of the external devices282based on the identity of the devices. For instance, a power drill may have a predetermined weight of 10 kg and a power welder may have a predetermined weight of 50 kg stored in the storage210. Responsive to the detection and identification of the power drill and welder, the computing platform150may estimate the load to be at least 60 kg (plus other weight) to adjust the distance to empty driving range. The distance to station, as discussed above, may be planned by the navigation controller222based on the present vehicle location and a predefined destination. Alternatively, the user306may manually set the destination via the HMI212and/or via the mobile device228. As the external power device282continues to draw power from the traction battery124, at operation414, responsive to detecting the distance to station is within a first threshold of the distance to empty, the process proceeds to operation416to output a device suggest318. For instance, if the distance to station is 20 miles and the distance to empty drops to below 70 miles—within 50 miles of the distance to station, the computing platform150may recommend against using any high-power devices (e.g., the power welder). Alternatively, the computing platform150may output an estimated duration for one or more devices based on the power rating and current SOC via the interface302. As an example, the device suggestion may include a message such as “Power drill remaining time 1 hour” and “Power welder remaining time 7 minutes” or the like. At operation418, responsive to the SOC further reducing and the difference between the distance to empty and distance to station being within a second threshold (e.g., 10 miles) lesser than the first threshold, the process proceeds to operation420and the computing platform150starts to limit the power output of the power outlet to reduce the power consumption to avoid the depletion of the traction battery124before arriving at the station.

The process400as described above is merely an example of the present disclosure and various modifications may be made and applied under essentially the same concept. For instance, instead of using the distance to empty and distance to station from operations412to420, the vehicle112may directly compare a current SOC and a required SOC of the traction battery124for device suggestion and power limiting purposes in an alternative embodiment. Furthermore, the device suggestion entry318may be constantly displayed in the interface302in an alternative embodiment.

The processes, methods, or algorithms disclosed herein can be deliverable to/implemented by a processing device, controller, or computer, which can include any existing programmable electronic control unit or dedicated electronic control unit. Similarly, the processes, methods, or algorithms can be stored as data and instructions executable by a controller or computer in many forms including, but not limited to, information permanently stored on non-writable storage media such as Read Only Memory (ROM) devices and information alterably stored on writeable storage media such as floppy disks, magnetic tapes, Compact Discs (CDs), Random Access Memory (RAM) devices, and other magnetic and optical media. The processes, methods, or algorithms can also be implemented in a software executable object. Alternatively, the processes, methods, or algorithms can be embodied in whole or in part using suitable hardware components, such as Application Specific Integrated Circuits (ASICs), Field-Programmable Gate Arrays (FPGAs), state machines, controllers or other hardware components or devices, or a combination of hardware, software and firmware components.

While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. The words used in the specification are words of description rather than limitation, and it is understood that various changes can be made without departing from the spirit and scope of the disclosure.

As previously described, the features of various embodiments can be combined to form further embodiments that may not be explicitly described or illustrated. While various embodiments could have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, those of ordinary skill in the art recognize that one or more features or characteristics can be compromised to achieve desired overall system attributes, which depend on the specific application and implementation. These attributes may include, but are not limited to cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, etc. As such, embodiments described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of the disclosure and can be desirable for particular applications.