The present disclosure relates generally to a simultaneous operation of at least two heat sources in Hybrid Electric vehicles (HEV), and more particularly to a control device in an HEV that selectively controls two different heat sources to generate heat based on predicted parameters of the nature of motion of the vehicle.
BACKGROUND OF THE INVENTION
In the current scenario, Hybrid Electric vehicles (HEV) having an engine and an electric drive system are widely regarded as a potential choice to reduce the emissions. However, it is observed that the real world fuel economy of such hybrid vehicles are less than the catalogue fuel efficiency and the reason for this is the broad different conditions at which the vehicle needs to operate in a real world. It is observed that in almost all different HEVs that are available in the market there is a 25% more fuel consumption in real world conditions than in the catalogue.
Furthermore, Figure 1 shows a schematic diagram that explains, for example, a certain type of vehicle known in the art that communicates bi-directionally with other systems outside the vehicle. This vehicle is able to communicate about the speed, position, traffic information, route, road slope, local weather, etc., with the surrounding vehicles (V2V), infrastructure (V2X), pedestrians, mobile devices, vehicle cloud system, etc. Such a vehicle can reduce accidents, traffic congestions and exhaust emissions. The present invention is intended to increase the real world fuel efficiency of such a vehicle.
Cabin heating is one such auxiliary load that increase the fuel consumption in a vehicle during winter season. Therefore, it becomes necessary to reduce the fuel consumption of HEV especially during heating operation. Recently, a heat pump was employed

along with the engine to supplement less engine heat when the engine is off or operated at low speed or power. Therefore, there could be two heat sources for heating: a first heating system that uses an engine as a heat source and a second heating system that uses heat pump as another heat source. The first heating system and/or the second heating system is selected to perform heating so as to minimize fuel consumption based on a travel request and heating requests. However, the major problem is the coordinated control of two heat sources to minimize the fuel consumption.
Also in the prior art technology, a coordinated control of engine and heat pump for cabin heating is addressed. This control is essentially based on coolant temperature, engine body temperature, current vehicle load and State of Charge (SOC) of battery. The prior art technology proposes cabin heating based on coolant and engine body temperature. As mentioned before, there are two sources mentioned in the current art, that is the Engine and the Heat Pump (HP) that are thermally connected through a coolant loop in which the coolant flow rate is managed through an electric water pump (e-W/P) and this coolant passes through a Heater Core. A blower is allowed to blow air through this heater core for cabin heating applications. Other operations involve measuring of engine body temperature, coolant temperature, SOC, and current vehicle load.
Accordingly, SOC refers to 'State-of-Charge' and Tc refers to 'Coolant temperature'. SOCth refers to ' SOC threshold', and Tth stands for the ' coolant temperature threshold'. The term 'Eng' refers to 'engine' and 'HP' refers to 'Heat Pump'.

Based on the table above, when the SOC and temperature are less than the respective threshold, both Engine and Heat Pump are operated. Similarly, when the SOC is above threshold and coolant temperature is below threshold, the Heat Pump is operated. Furthermore, when the SOC is less than respective threshold and temperature is greater than respective threshold, only engine is operated. Similarly, when both the SOC and temperature are greater than the respective thresholds, only engine is operated even in the EV mode. Therefore, the problems faced in the above system are:
(1) Even if the coolant temperature is less than the threshold value, the engine is also operated, which results in increased fuel consumption.
(2) Even if SOC is high, the engine is operated along with motor even in EV mode, which results in increased fuel consumption.
Therefore, based on the observation above, there is generally a gap in catalogue and real world driving fuel efficiency. Also, cabin heating is the largest vehicle auxiliary load in cold climate. A commercial SHEV showed 65% increment in fuel consumption with cabin heater in "ON" mode. Due to heating, engine coolant temperature rise is slow which results in high fuel consumption. The solution in the prior art proposes cabin heating based on coolant and engine body temperature but fails to address the problems related with excess fuel usage and drivability issues during different speed and driving conditions.
However, in view of the above, there is a need to address the coordinated control of two above mentioned heat sources to minimize the fuel consumption.
SUMMARY
A system and method for a predictive heating operation of a hybrid electric vehicle (HEV) is disclosed. The system operates based on predicted future vehicle operation and route information or user choice.

Furthermore, a control device, for example, a Hybrid Control Module (HCM) for predictive operation of vehicle heating systems address the above mentioned need to perform coordinated control of two heat sources to minimize the fuel consumption. Hereafter, the 'control device' is referred to as 'Hybrid Control Module (HCM)'. The hybrid control module is configured to control heat of a vehicle that has a battery that is powered by a first heat source, for example, an engine. The hybrid control module is configured to control the engine and a second heat source, for example, a heat pump, based on a predetermined condition. Initially, the hybrid control module is configured to determine or predict temperature of at least one of the first heat source, the second heat source, and a coolant, and also a state of charge (SOC) of the battery.
At a later stage, in response to the prediction of the temperature, the hybrid control module is configured to select the engine or the heat pump based on the predetermined condition, so that the selected engine or heat pump heats at least one equipment, for example, heater core, positioned in the vehicle, (1) when the temperature of the heat pump and the SOC are higher than their corresponding predetermined threshold values, or (2) when the temperature of the heat pump and the SOC are lower than the predetermined threshold values. In an embodiment, the second heat source comprises one or more of an electric heater, a heat pump, and a heat exchanger that is induced with a phase change material. In an embodiment, the predetermined conditions comprise prediction of engine power using one or more of traffic conditions, nature of the route, and history of the route. In an embodiment, the predetermined conditions include the user manually providing data comprising one or more of traffic conditions, nature of the route, and history of the route.
In an embodiment, the control device performs: a verification to check whether the SOC is less than the threshold SOC, and a subsequent verification to check whether the determined temperature is less than the threshold temperature, based on the

verification that the SOC is less than the threshold SOC. In an embodiment, the control device performs a prediction of regeneration in the engine based on a confirmation that the determined temperature is less than the threshold temperature.
In an embodiment, the control device performs: a verification to check if the determined temperature is greater than or equal to threshold temperature based on a confirmation that the SOC is not less than the threshold SOC, and a prediction of high power usage based on a verification that the determined temperature is greater than or equal to the threshold temperature. In an embodiment, the control device performs: a verification to check if the determined temperature is less than the threshold temperature when the SOC is less than the threshold SOC, and a prediction of a downhill motion of the vehicle based on the verification that the determined temperature is less than the threshold temperature.
In an embodiment, the control device performs: a verification to check whether the determined temperature is greater than or equal to the threshold temperature; and a prediction of an uphill motion of the vehicle based on the verification that the determined temperature is greater than or equal to the threshold temperature.
BRIEF DESCRIPTION OF THE DRAWINGS
The accompanying drawings incorporated in and forming a part of the specification, illustrate several aspects of the present disclosure, and together with the description serve to explain the principles of the present disclosure.
Figure 1 shows a chargeable region and a dischargeable region in a network, where a Hybrid Control Module (HCM) is configured to predict the vehicle speed and power based on data.

Figure 2A is a schematic diagram showing a graphical representation of conventional operation of an engine and heat pump, based on coolant temperature (Tc) and state of charge (SOC) represented on respective axis.
Figure 2B is a schematic diagram that is a modified version of Figure 1A, showing a graphical representation of operation of an engine and heat pump, based on the control device disclosed here.
Figure 3 A is a schematic diagram that shows the system that involves the control device or the Hybrid Control Module (HCM), the engine and the heap pump.
Figure 3B is a schematic diagram that shows a graphical representation of operation of an engine and heat pump, based on the Hybrid Control Module (HCM), disclosed in Figure 3 A.
Figure 4 shows a flow chart corresponding to an engine heating application based on predicted vehicle speed or power.
Figure 5 shows a flow chart corresponding to an engine heating application based on predicted route.
Figure 6 shows a flow chart corresponding to an engine heating application based on user's choice.
Figure 7 shows the system that includes the Hybrid Control Module (HCM), the engine and the heap pump, in a first embodiment or configuration.
Figure 8 shows the system that includes the Hybrid Control Module (HCM), a first heat source and a second heat source, in a second embodiment or configuration.

Figure 9A shows the system that includes the Hybrid Control Module (HCM), an engine and a heat pump in an alternate first embodiment.
Figure 9B is a schematic diagram that shows a graphical representation of operation of an engine and the heat pump based on the Hybrid Control Module (HCM), as disclosed in Figure 9A.
Figure 10A shows the system that includes the Hybrid Control Module (HCM), an engine and a heat pump in an alternate second embodiment.
Figure 1 OB is a schematic diagram that shows a graphical representation of operation of an engine and the heat pump based on the Hybrid Control Module (HCM), as disclosed in Figure 10A.
Figure 11 shows filtering of predictions of vehicle parameters that include vehicle speed, road profile and vehicle power by the HCM.
DETAILED DESCRIPTION
In the following description, reference is made to the accompanying drawings where like numerals represent like elements. The embodiments are described in sufficient detail to enable those skilled in the art to practice the present disclosure. It is to be understood that other embodiments may be utilized and that process, electrical, and mechanical changes, etc., may be made without departing from the scope of the present disclosure. Examples merely typify possible variations. Portions and features of some embodiments may be included in or substituted for those of others. The following description, therefore, is not to be taken in a limiting sense and the scope of the present disclosure is defined only by the appended claims and their equivalents.

Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. The use herein of "including," "comprising," or "having" and variations thereof is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. Further, the terms "a" and "an" herein do not denote a limitation of quantity but rather denote the presence of at least one of the referenced items.
Figure 2A is a schematic diagram showing a graphical representation of conventional operation of an engine and at least one heating source, for example, a heat pump (FIP), based on coolant temperature (Tc) and state of charge (SOC) represented on respective axis. In an example as shown in Quadrant I, when the coolant temperature Tc is high and SOC is high as shown in Figure 2A, the heat pump is used as the usage of engine results in fuel wastage. Similarly, in Quadrant 3, when the coolant temperature Tc is low and SOC is low, the engine is used for heating as the usage of heat pump results in generation of drivability issues. The lack of coordinated control of engine and heat pump results in the fuel wastage and drivability issue, as mentioned above in this conventional operation.
Figure 2B is a schematic diagram that is a modified version of Figure 2A, showing a graphical representation of operation of an engine and the heat pump, based on the control device disclosed herein. In the proposed solution based on the control device, knowledge is gathered or predicted regarding future vehicle speed or route. When the future vehicle speed/travel route is predicted in advance from an Advanced Driver-Assistance System AD/ADAS, Electronic Control Unit (ECU), the conventional logic is modified as shown in Figure 2B. For example, in Quadrant I, when the coolant temperature is high and SOC is high as shown in Figure 9, either heat pump or engine is used. Engine can be used when a high power operation in near future is known like high way drive or uphill motion. Similarly, in Quadrant 3, when the coolant temperature is low and the SOC is low, either the engine or heat pump is used. Heat

pump is used when regeneration is predicted, for example, during frequent start-stop-go or downhill motion.
For general overview of 'regeneration': during normal operation of the hybrid vehicle with sufficient battery capacity, the electric energy stored in the battery is used to generate kinetic and potential energy to propel the vehicle via motor. As known in the art that the range of a hybrid electric vehicle can be extended by recuperating the kinetic and potential energy of the vehicle, commonly known as regenerative braking. In this process the kinetic and potential energy of the vehicle instead of being dissipated as heat by the friction braking system is converted to electric energy using a generator and stored in the battery. It is also a common knowledge in the art that regenerative braking is effective during the downslope motion of vehicle or in urban driving conditions with heavy traffic where prolonged or frequent deceleration is possible. These aspects are further analyzed in the description of Figures 3A and 3B.
Figure 3 A is a schematic diagram that shows the system 100 that includes the control device or the Hybrid Control Module (HCM) 102, the engine 104 and heat pump 106, and Figure 3B is a schematic diagram that shows a graphical representation of operation of the engine 104 and the heat pump 106, based on the control device 102 disclosed in Figure 3 A. In an embodiment, the heat pump 106 or the at least one heat source 106 also comprises, for example, an electric heater or a heat exchanger that is induced with a phase change material. As shown in Figure 3A, the coolant flow facilitates the transfer of heat from the engine 104 or the heat pump 106 to the heater core 108.
The 'heat source 106' is hereafter referred to as a 'heat pump 106'. The HCM 102 is configured to control heat of a vehicle that has a battery, which is powered by the engine 104. The hybrid control module 102 is configured to control the engine 104 and the heat pump 106 based on a predetermined condition. In an embodiment, the

predetermined condition comprises prediction of power of engine 104 using, for example, one or a combination of traffic conditions, nature of the route, and history of the route. In an embodiment, the predetermined condition also includes the user manually providing data comprising one or more of traffic conditions, nature of the route, and history of the route.
Furthermore, as shown in Figure 3 A, the system 100 comprises a battery management system (BMS) 110 and Advanced Driver-Assistance System and Electronic Control Unit (AD/ECU) 112. The BMS 110 provides predicted data to the HCM 102 regarding future SOC of the battery, meanwhile, the AD/ECU 112 provides predicted data to the HCM 102 regarding future route, traffic conditions, and vehicle speed. Initially, the hybrid control module 102 predicts or determines temperature of at least one of the first heat source (engine 104), the second heat source (heat pump 106), and the coolant temperature Tc. The hybrid control module 102 also predicts or determines a state of charge (SOC) of a battery based on received information from the BMS 110 and AD/ECU 112.
Thereafter, the HCM 102 sends respective control signals to the engine 104 and the heat pump 106, so that the engine 104 or the heat pump 106 is selected to supply heat to the heater core 108 for cabin heating based on predetermined conditions 1 and 2 as explained below. Therefore, the HCM 102 is configured to select between the engine 104 and the heat pump 106 to heat the equipment (heater core 108) positioned in the vehicle when:
[Condition 1] the temperature of the at least one of the first heat source (engine 104), the second heat source (heat pump 106), and the coolant temperature Tc, and the SOC are higher than their corresponding predetermined threshold values Tth and SOCth, or

[Condition 2] the temperature of at least one of the engine 104, heat pump 106, and the coolant temperature Tc and the SOC are lower than the predetermined threshold values Tth and SOCth.
Based on Figures 3A and 3B, under (Condition 1), the engine 104 is selected to provide heat when the vehicle is moving through a highway or other similar conditions where high power is predicted, and heat pump 106 is selected to provide heat when the vehicle is moving through city traffic or downhill where regeneration is predicted. Under (Condition 2), engine 104 is selected to provide heat when the vehicle is moving through city traffic and other similar conditions where high power is predicted, and heat pump 106 is selected to provide heat when the vehicle is moving through a highway or uphill where regeneration is predicted.
In general, (1) when SOC < SOCth and Tc SOCth and Tc > Tth either engine 104 or the heat pump 106 is operated based on future conditions, which results in reduced fuel consumption. Further, only the engine 104 is used even if SOC is sufficiently high. In another example, the system 100 covers broad areas of heating application in HEVs where there are two sources for heating present. The first heat source is, for example, the engine 104, exhaust catalyst, engine/transmission oil. A second heat source is the heat pump 106, e-Heater, Phase Change Material (PCM) Heat Exchanger, coolant storage tank, etc.
This system 100 that includes the HCM 102 is associated with a method of implementing predictive control of auxiliary system of HEVs based on the predicted vehicle speed and or route, especially important in connected and autonomous vehicle control domain. This functionality is implemented into ADAS/AD ECU to minimize fuel consumption. The use of HCM 102 provides energy efficiency through efficient

cabin heating, engine warm-up, exhaust catalyst, oil warm-up, etc., using one heating source that is selected from the engine 104 and the heat pump 106.
Figure 4 shows a flow chart corresponding to engine heating application based on predicted vehicle speed or power. Either Source 1 or Source 2 is selected based on the predicted regeneration/high power usage, determined or predicted temperature of at least one of the engines 104, the heat pump 106, and the coolant temperature Tc, and SOC of the battery. This flow chart is configured to be modified for engine catalyst/oil heating application based on prediction. Based on Figure 4:
At Step 300, the HCM 102 receives data including vehicle route, information, traffic data, weather data, road parameters, driver style, historic data, etc. from the AD/ECU.
In the case of Steps 302-308, at Step 302, based on the received data, the HCM 102 predicts future vehicle speed. At Step 304, the HCM 102 predicts future vehicle power usage. At Step 306, the HCM 102 predicts future power regeneration. At Step 308, the HCM 102 predicts future high power usage.
At step 310, the HCM 102 receives SOC and SOC threshold SOCth.
At step 312, the HCM receives current coolant temperature Tc and coolant temperature threshold Tth.
At step 314, a verification is performed to check whether the SOC is less than the threshold SOCth.
At step 316, another verification is performed to check whether the coolant temperature Tc is less than coolant temperature threshold Tth when it is verified that the SOC is less than the threshold SOCth.
At step 318, the HCM 102 performs a prediction regeneration when it is confirmed that the coolant temperature Tc is less than coolant temperature threshold Tth.

At step 320, the HCM 102 switches on source 1 and switches off source 2 when it is verified that the coolant temperature Tc is not less than coolant temperature threshold Tth.
At step 322, the HCM 102 switches off source 1 and switches on source 2, if regeneration is predicted.
At step 324, the HCM 102 switches on source 1 and switches off source 2, if regeneration is not predicted.
At step 326, the HCM 102 verifies if the coolant temperature Tc is greater than or equal to coolant threshold Tth based on a confirmation that the SOC is not less than SOCth, as shown in step 314.
At step 328, the HCM 102 is configured to predict high power usage if the coolant temperature Tc is greater than or equal to coolant threshold Tth.
At step 330, the HCM 102 switches on source 1 and switches off source 2 if the high power usage is predicted.
At step 332, the HCM 102 switches off source 1 and switches on source 2 if the high power usage is not predicted.
At step 334, the HCM 102 switches off source 1 and switches on source 2 if the coolant temperature Tc is not greater than or equal to coolant threshold Tth, as seen in step 326.
At step 336, the HCM 102 modifies the control inputs based on the predictions of regeneration and high power usage.
Figure 5 shows a flow chart corresponding to engine heating application based on predicted route. Either Source 1 or Source 2 is selected based on the predicted regeneration or high power usage, determined or predicted temperature of at least one of the engine 104, the heat pump 106, and the coolant temperature Tc, and SOC of the battery. This needs to be modified for engine catalyst or oil heating application based on prediction.

At step 400, the HCM 102 receives vehicle route information, traffic data, weather data, road parameters, driver style, historic data, etc., from the AD/ECU.
At step 402, the HCM 102 receives current SOC and SOC threshold SOCth from the AD/ECU.
At step 404, the HCM 102 receives current coolant temperature Tc and the coolant temperature threshold Tth, from the AD/ECU.
At step 406, the HCM 102 verifies if the SOC is less than the threshold SOCth.
At step 408, the HCM 102 verifies if the coolant temperature Tc is less than coolant temperature threshold Tth when the SOC is less than the threshold SOCth.
At step 410, the HCM 102 performs prediction of a downhill motion when the coolant temperature Tc is less than coolant temperature threshold Tth.
At step 412, the HCM 102 switches on source 1 and switches off source 2 when the coolant temperature Tc is not less than coolant temperature threshold Tth.
At step 414, the HCM 102 switches off source 1 and switches on source 2 when the downhill motion is predicted in step 410.
At step 416, the HCM 102 switches on source 1 and switches off source 2 when the downhill motion is not predicted in step 410.
At step 418, the HCM 102 performs a verification to check whether the coolant temperature Tc is greater than or equal to coolant temperature threshold Tth.
At step 420, the HCM 102 performs prediction of an uphill motion when it is verified that the coolant temperature Tc is greater than or equal to coolant temperature threshold Tth.
At step 422, the HCM 102 switches off source 1 and switches on source 2 when it is verified that the coolant temperature Tc is not greater than or equal to coolant temperature threshold Tth.
At step 424, the HCM 102 switches on source 1 and switches off source 2 when it is verified that the uphill motion is predicted in step 420.
At step 426, the HCM 102 switches off source 1 and switches on source 2 when it is verified that the uphill motion is not predicted in step 420.

At step 428, the HCM 102 modifies control inputs to the source 1 (engine 104) and the source 2 (heat pump 106) based on the predictions on uphill motion and downhill motion.
Figure 6 shows a flow chart corresponding to engine heating application based on user's choice. Either of source 1 or source 2 is selected based on the user's input.
At step 500, the HCM 102 receives user selection that includes heating requirement, heating source, etc.
At step 502, the HCM 102 selects a heating method.
At step 504, the HCM 102 selects, for example, source 1 as the heating source based on a confirmation that a selection is made in step 502.
At step 506, the HCM 102 switches on source 1 and switches off source 2 when the selection of source 1 is confirmed based on step 504.
At step 508, the HCM 102 switches off source 1 and switches on source 2 when the selection of source 1 is not confirmed based on step 504.
At step 510, the HCM 102 modifies the control inputs to the source 1 and source 2 based on the selection of user inputs.
Figure 7 shows the system 600 that includes the Hybrid Control Module (HCM) 602, a first heat source 604 and a second heat source 606, in a first embodiment or configuration. For example, the first heat source 604 is an engine and the second heat source 606 is either of an electric heater, a heat pump, and a heat exchanger that is induced with a phase change material. This system 600 in the first embodiment is basically used for cabin heating using a heater core 608. The basic components in the first configuration of system 600 is similar to system 100 described in Figure 3 A. The BMS 610 provides information on SOC to the HCM 602, the Vehicle Module Control (VMC) 612 provides information on predicted speed and route information of the vehicle to the HCM 602, and the Human Machine Interface (HMI) 614 provides information on user requests to the HCM 602. Based on the received information from

the BMS 610, VMC 612, and the HMI 614, the HCM 602 provides control signals to the first heat source 604 and the second heat source 606. The first heat source 604 and the second heat source 606 transfers heat to the heater core 608 for cabin heating via the coolant flow, as shown in Figure 7. The first heat source 604 is, for example, an engine, exhaust catalyst, engine oil, transmission oil, etc., and the second heat source 606 is, for example, a heat pump, an e-heater, a PCM heat exchanger, a coolant storage tank, etc.
Figure 8 shows the system 700 that includes the Hybrid Control Module (HCM) 702, a first heat source 704 and a second heat source 706, in a second embodiment or configuration. Similar to the description in Figure 7, the BMS 708 provides information on SOC, the Vehicle Module Control (VMC) 710 provides information on predicted speed and route information of the vehicle, and the Human Machine Interface (HMI) 712 provides information on user requests, to the HCM 702. Based on the received information from the BMS 708, VMC 710, and the HMI 712, the HCM 702 provides control signals to the first heat source 704 and the second heat source 706 to select there between based on requirement. The heat generated in this system 700 in the second embodiment is basically used for engine warm-up, exhaust catalyst warm-up, engine/transmission oil warm-up, etc.
Figure 9A shows the system 800 that includes the Hybrid Control Module (HCM) 802, an engine 804 and a heat pump 806 in an alternate first embodiment. The system 800 comprises the engine 804, the heat pump 806, the HCM 802, a heater core 808, a battery management system (BMS) 810 and Advanced Driver-As si stance System and Electronic Control Unit (AD/ECU) 812. The BMS 810 provides predicted data to the HCM 802 regarding future SOC of the battery. Meanwhile, the AD/ECU 812 provides predicted data regarding future route, traffic conditions, and vehicle speed to the HCM 802. Based on the information received from the BMS 810 and AD/ECU 812, the HCM 802 sends respective control signals to the engine 804 and the heat pump 806, so that

the engine 804 or the heat pump 806 is selected to supply heat to the heater core 808 for cabin heating. The coolant flow facilitates the transfer of heat from the engine 804 or the heat pump 806 to the heater core 808.
Figure 9B is a schematic diagram that shows a graphical representation of operation of an engine 804 and the heat pump 806 based on the Hybrid Control Module (HCM) 802, as disclosed in Figure 9A. Based on Figure 9B, the HCM predicts SOC and coolant temperature Tc based on predicted vehicle speed and road conditions and the predicted SOC and Tc is used for scheduling the heating control. Furthermore, as shown in Figure 9B, (1) when SOC < SOCiow irrespective of coolant temperature, engine is operated, (2) when SOC > SOChigh irrespective of coolant temperature, heat pump 806 is operated, and (3) when SOCiow < SOC < SOChigh, the engine 804 or heat pump 806 is decided to be operated based on temperature. Furthermore, in this first alternate embodiment, the low and high threshold of SOC is assumed which provides more freedom in scheduling.
Figure 10A shows the system 900 that includes the Hybrid Control Module (HCM) 902, an air conditioner (A/C) 904, an evaporator 908, and a cold storage 910, in an alternate second embodiment and Figure 10B is a schematic diagram that shows a graphical representation of operation of the air conditioner (A/C) 904, the evaporator 908, and a cold storage 910, based on the Hybrid Control Module (HCM) 902, disclosed in Figure 10A. The BMS 912 provides data to the HCM 902 regarding future SOC of the battery. Meanwhile, the AD/ECU 914 provides data to the HCM 902 regarding future road conditions, traffic conditions, and vehicle speed. The HCM 902 provides control signals to the A/C 904 and a blower 906 based on the received data from the BMS 912 and the AD/ECU 914. The HCM 902 also receives a sensed signal from the evaporator 908 based on the temperature variations in the evaporator 908. Based on Figure 10B, the HCM 902 selects either A/C 904 or the cold storage 910. In

an example, the cold storage 910 is a heat exchanger with phase change material (PCM). The HCM 902 schedules the operation between A/C 904 and cold storage 910 based on predicted speed and drive conditions.
Figure 11 shows filtering of predictions of vehicle parameters that include vehicle speed, road profile and vehicle power by the HCM. In order to perform a comprehensive prediction of vehicle speed, road profile, or vehicle power, a certain list of parameters are taken into consideration. The most common of these parameters comprise traffic condition, weather conditions, elevation of the road, longitudinal and latitudinal coordinates, road parameters, inter-vehicle distance, vehicle history, driver's behavior and user choice. These common parameters are fed into a prediction function, which is an analytical prediction model. There is an extended range of parametric strategies, for example, to consider the velocity of a car on a highway. These strategies include linear input type that is normally used for shorter duration prediction to more progressive models that are engineered for complex traffic scenarios. Nonparametric methods are also employed which are predominantly useful for modeling intricate systems whose fundamental issues are not well defined. For example, "road condition combined with driver behavior" is a condition where human decision making works in coordination with actual physical conditions.
The foregoing description of several methods and an embodiment of the present disclosure have been presented for purposes of illustration. It is not intended to be exhaustive or to limit the present disclosure to the precise steps and/or forms disclosed, and obviously many modifications and variations are possible in light of the above description. It is intended that the scope of the present disclosure be defined by the claims appended hereto.

CLAIMS
We Claim:
5 1. A control device for controlling heat of a vehicle having a battery that is powered
by an engine, wherein the control device controls a first heat source and second heat
source based on a predetermined condition, and wherein the control device is
configured to:
determine temperature of at least one of the first heat source, the second heat
10 source, and a coolant;
determine a state of charge (SOC) of the battery;
select, in response to the determination of the temperature and SOC, between
the first heat source and the second heat source based on the predetermined condition,
wherein the selected one of the first heat source and the second heat source is
15 configured to:
heat at least one equipment positioned in the vehicle, when the
determined temperature is higher than a threshold temperature and the SOC is
higher than a threshold SOC, and
heat the at least one equipment in the vehicle, when the determined
20 temperature is lower than the threshold temperature and the SOC is lower than
the threshold SOC.
2. The control device of claim 1, wherein the determination of the temperature is
performed by predicting the SOC of the battery using a battery management system
25 that is in communication with the control device.
3. The control device of claim 1, wherein the control device performs:
a verification to check whether the SOC is less than the threshold SOC, and
21
a subsequent verification to check whether the determined temperature is less
than the threshold temperature, based on the verification that the SOC is less than the
threshold SOC.
5 4. The control device of claim 3, wherein the control device performs a prediction of
regeneration in the first heat source based on a confirmation that the determined
temperature is less than the threshold temperature.
5. The control device of claim 1, wherein the control device performs:
10 a verification to check if the determined temperature is greater than or equal to
the threshold temperature based on a confirmation that the SOC is not less than the
threshold SOC, and
a prediction of high power usage based on a verification that the determined
temperature is greater than or equal to the threshold temperature.
15
6. The control device of claim 1, wherein the control device performs:
a verification to check if the determined temperature is less than the threshold
temperature when the SOC is less than the threshold SOC, and
a prediction of a downhill motion of the vehicle based on the verification that the
20 determined temperature is less than the threshold temperature.
7. The control device of claim 1, wherein the control device performs:
a verification to check whether the determined temperature is greater than or
equal to the threshold temperature; and
25 a prediction of an uphill motion of the vehicle based on the verification that the
determined temperature is greater than or equal to the threshold temperature.
22
8. The control device of claim 1, wherein the first heat source comprises an engine
and the second heat source comprises one or more of an electric heater, a heat pump,
and a heat exchanger that is induced with a phase change material.
5 9. The control device of claim 1, wherein the predetermined condition comprises
prediction of engine power using one or more of traffic conditions, nature of the
route, and history of the route.
10. The control device of claim 9, wherein the predetermined condition includes the
10 user manually providing data comprising one or more of traffic conditions, nature of
the route, and history of the route.
11. A method for controlling heat of a vehicle having a battery that is powered by a
first heat source using a control device, wherein the control device controls the first
15 heat source and a second heat source based on a predetermined condition, the method
comprising:
determining temperature of at least one of the first heat source, the second heat
source, and a coolant;
determining state of charge (SOC) of the battery;
20 selecting, in response to the determination of the temperature and SOC,
between the first heat source and the second heat source based on the predetermined
condition, wherein the selected one of the first heat source and the second heat source
performing:
heating of at least one equipment positioned in the vehicle, when the
25 determined temperature is higher than a threshold temperature and the SOC is
higher than a threshold SOC, and
heating of the at least one equipment in the vehicle, when the
determined temperature is lower than the threshold temperature and the SOC is
lower than the threshold SOC.
23
12. The method of claim 11, further comprising:
verifying, using the control device, to check whether the SOC is less than the
threshold SOC, and
5 subsequently verifying, using the control device, whether the determined
temperature is less than the threshold temperature, based on the verification that the
SOC is less than the threshold SOC.
13. The method of claim 12, further comprising predicting, using the control device, a
10 regeneration in the first heat source based on a confirmation that the determined
temperature is less than the threshold temperature.
14. The method of claim 11, further comprising:
verifying, using the control device, if the determined temperature is greater than
15 or equal to the threshold temperature based on a confirmation that the SOC is not less
than the threshold SOC, and
predicting, using the control device, a high power usage based on a verification
that the determined temperature is greater than or equal to the threshold temperature.
20 15. The method of claim 11, further comprising:
verifying, using the control device, if the determined temperature is less than the
threshold temperature when the SOC is less than the threshold SOC, and
predicting, using the control device, a downhill motion of the vehicle based on
the verification that determined temperature is less than the threshold temperature.
25
16. The method of claim 11, further comprising:
verifying, using the control device, whether the determined temperature of the is
greater than or equal to the threshold temperature; and
24
determining, using the control device, an uphill motion of the vehicle based on
the verification that the determined temperature is greater than or equal to the threshold
temperature.
5 17. A system for controlling heat of a vehicle;
a first heat source that is powered by a battery;
a second heat source in thermal communication with the first heat source; and
a control device configured to control the first heat source and the second heat
source based on a predetermined condition, wherein the control device determines a
10 state of charge (SOC) of the battery and temperature of at least one of the first heat
source, the second heat source, and a coolant, and wherein the control device selects
between the first heat source and the second heat source based on the predetermined
condition, wherein the selected one of the first heat source and the second heat source
is configured to:
15 heat at least one equipment positioned in the vehicle, when the
determined temperature is higher than a threshold temperature and the SOC is
higher than a threshold SOC, and
heat the at least one equipment in the vehicle, when the determined
temperature is lower than the threshold temperature and the SOC is lower than
20 the threshold SOC.

We Claim

1.A control device for controlling heat of a vehicle having a battery that is powered
by an engine, wherein the control device controls a first heat source and second heat
source based on a predetermined condition, and wherein the control device is
configured to:
determine temperature of at least one of the first heat source, the second heat source, and a coolant;
determine a state of charge (SOC) of the battery;
select, in response to the determination of the temperature and SOC, between the first heat source and the second heat source based on the predetermined condition, wherein the selected one of the first heat source and the second heat source is configured to:
heat at least one equipment positioned in the vehicle, when the
determined temperature is higher than a threshold temperature and the SOC is
higher than a threshold SOC, and
heat the at least one equipment in the vehicle, when the determined
temperature is lower than the threshold temperature and the SOC is lower than
the threshold SOC.
2. The control device of claim 1, wherein the determination of the temperature is performed by predicting the SOC of the battery using a battery management system that is in communication with the control device.
3. The control device of claim 1, wherein the control device performs:
a verification to check whether the SOC is less than the threshold SOC, and

a subsequent verification to check whether the determined temperature is less than the threshold temperature, based on the verification that the SOC is less than the threshold SOC.
4. The control device of claim 3, wherein the control device performs a prediction of regeneration in the first heat source based on a confirmation that the determined temperature is less than the threshold temperature.
5. The control device of claim 1, wherein the control device performs:
a verification to check if the determined temperature is greater than or equal to the threshold temperature based on a confirmation that the SOC is not less than the threshold SOC, and
a prediction of high power usage based on a verification that the determined temperature is greater than or equal to the threshold temperature.
6. The control device of claim 1, wherein the control device performs:
a verification to check if the determined temperature is less than the threshold temperature when the SOC is less than the threshold SOC, and
a prediction of a downhill motion of the vehicle based on the verification that the determined temperature is less than the threshold temperature.
7. The control device of claim 1, wherein the control device performs:
a verification to check whether the determined temperature is greater than or equal to the threshold temperature; and
a prediction of an uphill motion of the vehicle based on the verification that the determined temperature is greater than or equal to the threshold temperature.

8. The control device of claim 1, wherein the first heat source comprises an engine and the second heat source comprises one or more of an electric heater, a heat pump, and a heat exchanger that is induced with a phase change material.
9. The control device of claim 1, wherein the predetermined condition comprises prediction of engine power using one or more of traffic conditions, nature of the route, and history of the route.

10. The control device of claim 9, wherein the predetermined condition includes the user manually providing data comprising one or more of traffic conditions, nature of the route, and history of the route.
11. A method for controlling heat of a vehicle having a battery that is powered by a first heat source using a control device, wherein the control device controls the first heat source and a second heat source based on a predetermined condition, the method comprising:
determining temperature of at least one of the first heat source, the second heat source, and a coolant;
determining state of charge (SOC) of the battery;
selecting, in response to the determination of the temperature and SOC, between the first heat source and the second heat source based on the predetermined condition, wherein the selected one of the first heat source and the second heat source performing:
heating of at least one equipment positioned in the vehicle, when the
determined temperature is higher than a threshold temperature and the SOC is
higher than a threshold SOC, and
heating of the at least one equipment in the vehicle, when the
determined temperature is lower than the threshold temperature and the SOC is
lower than the threshold SOC.

12. The method of claim 11, further comprising:
verifying, using the control device, to check whether the SOC is less than the threshold SOC, and
subsequently verifying, using the control device, whether the determined temperature is less than the threshold temperature, based on the verification that the SOC is less than the threshold SOC.
13. The method of claim 12, further comprising predicting, using the control device, a regeneration in the first heat source based on a confirmation that the determined temperature is less than the threshold temperature.
14. The method of claim 11, further comprising:
verifying, using the control device, if the determined temperature is greater than or equal to the threshold temperature based on a confirmation that the SOC is not less than the threshold SOC, and
predicting, using the control device, a high power usage based on a verification that the determined temperature is greater than or equal to the threshold temperature.
15. The method of claim 11, further comprising:
verifying, using the control device, if the determined temperature is less than the threshold temperature when the SOC is less than the threshold SOC, and
predicting, using the control device, a downhill motion of the vehicle based on the verification that determined temperature is less than the threshold temperature.
16. The method of claim 11, further comprising:
verifying, using the control device, whether the determined temperature of the is greater than or equal to the threshold temperature; and

determining, using the control device, an uphill motion of the vehicle based on the verification that the determined temperature is greater than or equal to the threshold temperature.
17. A system for controlling heat of a vehicle;
a first heat source that is powered by a battery;
a second heat source in thermal communication with the first heat source; and a control device configured to control the first heat source and the second heat source based on a predetermined condition, wherein the control device determines a state of charge (SOC) of the battery and temperature of at least one of the first heat source, the second heat source, and a coolant, and wherein the control device selects between the first heat source and the second heat source based on the predetermined condition, wherein the selected one of the first heat source and the second heat source is configured to:
heat at least one equipment positioned in the vehicle, when the determined temperature is higher than a threshold temperature and the SOC is higher than a threshold SOC, and
heat the at least one equipment in the vehicle, when the determined temperature is lower than the threshold temperature and the SOC is lower than the threshold SOC.