Optimization of extended range electric vehicle

1. A computer-implemented method for operating an auxiliary power unit (APU) in an extended-range electric vehicle (EREV) between a minimum state of charge (SoC) limit and a maximum SoC limit of a battery pack, the method comprising:

predicting expected energy use profile of a vehicle;

predicting change in SoC for both “APU off” and “APU on” states at a predetermined power setting corresponding to the desired optimal point for the specific vehicle and APU type in question;

setting SoC limits for said battery pack at end of a journey to minimum acceptable values based on the design and characteristics of the battery pack; and,

working iteratively in reverse order from the end of the journey, using “APU on” SoC values to set the minimum-limit of SoC, and “APU off” value to set the maximum-limit of SoC;

wherein said predicting expected energy use profile of the vehicle is determined by calculating the maximum possible range in electric vehicle (EV) mode along a proscribed route;

wherein said predicting expected energy use assumes a substantially constant rate of acceleration and substantial adherence to speed limits.

2. The method of claim 1 wherein said predicting expected energy use places a value on the gradient of road segments and the internal losses of a drive-train.

3. A computer-implemented method for operating an auxiliary power unit (APU) in an extended-range electric vehicle (EREV) between a minimum state of charge (SoC) limit and a maximum SoC limit of a battery pack, the method comprising:

predicting expected energy use profile of a vehicle;

predicting change in SoC for both “APU off” and “APU on” states at a predetermined power setting corresponding to the desired optimal point for the specific vehicle and APU type in question;

setting SoC limits for said battery pack at end of a journey to minimum acceptable values based on the design and characteristics of the battery pack; and,

working iteratively in reverse order from the end of the journey, using “APU on” SoC values to set the minimum-limit of SoC, and “APU off” value to set the maximum-limit of SoC;

wherein said predicting expected energy use profile of the vehicle is determined via the vehicle's sensor data, GPS data, and the map data from the proscribed route;

wherein said predicting expected energy use profile of the vehicle is determined according to the following algorithm:

estimate Vehicle Tractive Power ( VP ) from Traction Force×Vehicle Speed;

wherein said Traction Force is the force to overcome the combined effects of;

a) the aerodynamic drag, Fa equal to one half times the density of air times the coefficient of drag times the exposed frontal area times the vehicle's velocity squared;

b) the rolling resistance, Fr equal to the coefficient of rolling resistance times the download force or weight over the wheels;

c) the gradient of the road, Fa equal to the total mass of the vehicle times the gravitational force times the incline angle in radians; and,

d) the vehicle's inertial resistance, Fi equal to the total mass of the vehicle times the vehicle's acceleration.

4. A computer-implemented method for operating an auxiliary power unit (APU) in an extended-range electric vehicle (EREV) between a minimum state of charge (SoC) limit and a maximum SoC limit of a battery pack the method comprising:

predicting expected energy use profile of a vehicle;

predicting change in SoC for both “APU off” and “APU on” states at a predetermined power setting corresponding to the desired optimal point for the specific vehicle and APU type in question;

setting SoC limits for said battery pack at end of a journey to minimum acceptable values based on the design and characteristics of the battery pack; and,

working iteratively in reverse order from the end of the journey, using “APU on” SOC values to set the minimum-limit of SoC, and “APU off” value to set the maximum-limit of SoC;

wherein said predicting change in SoC for both “APU off” and “APU on” at preferred power setting is accomplished with reference to the predicted energy use and energy inputs from regenerative braking.

5. A computer-implemented method for operating an EREV to provide adequate SoC to minimize use of an Auxiliary Power Unit (APU) and flexible to complete a journey with the SoC being at a predefined level when an end target is obtained, the method comprising:

a vehicle control unit (VCU) in an EREV turns on an APU if battery SoC is at or below a minimum limit and turns off the APU if the SOC is at or above maximum limit to provide for the energy requirements of the EREV;

during the journey, applying a decisioning process to dynamically predict expected energy requirements of the EREV defining an operating envelope SoC wherein predicted energy use profile of the vehicle takes account of at least a zero emission on route and performs the decisioning assuming the APU is not run in the zone;

based on a prediction of energy demand for each driving as the EREV approaches the end of journey the maximum and minimum SoC limits become closer until at the end the maximum and minimum SoC limits are at the same level; and,

SoC limits are determined by predicting change in SoC for both “APU off” and “APU on” from predicted energy use and energy inputs from regenerative braking.