Powertrain Fault Management

Abstract

A computer is programmed to modify a first route of a vehicle to a second route for which a predicted energy consumption of the powertrain is lower than the first route in response to data indicating a critical condition of a powertrain of the vehicle (e.g., a temperature of the powertrain exceeding a temperature threshold).

Description

Technical Field

[0001] The present disclosure relates generally to the field of vehicle management, and more particularly, to fault management of a powertrain system. Background Art

[0002] A vehicle drivetrain typically includes an engine, a torque converter, and a transmission connected in series, as well as a differential shaft and sometimes a transfer case for 4-wheel drive. If the engine is an internal combustion engine, the engine includes cylinders that serve as combustion chambers, which convert fuel into rotational kinetic energy. The torque converter transfers rotational motion from the engine to the transmission while allowing slip between the engine and the transmission, for example, when the engine is running and the vehicle is stopped. The transmission transfers the kinetic energy from the torque converter to the drive shaft and ultimately to the wheels of the vehicle, while applying gear ratios that allow different trade-offs between torque and rotational speed. Overheating and other faults can cause the drivetrain to malfunction and / or damage the drivetrain. Summary of the invention

[0003] According to the present invention, there is provided a system comprising a computer, wherein the computer is programmed to:

[0004] modifying a first route of the vehicle to a second route in response to data indicative of a critical condition of a powertrain of the vehicle;

[0005] Wherein, for the second route, the utilization metric of the powertrain system is lower than that of the first route.

[0006] According to an embodiment of the present invention, the utilization metric is one of predicted energy consumption, average power consumption, average heat generation rate, and peak power consumption.

[0007] According to an embodiment of the invention, the computer is further programmed to generate a plurality of possible routes in response to data indicative of the critical condition of the powertrain system, and select one of the possible routes having a lowest exercise metric as the second route.

[0008] According to an embodiment of the present invention, the computer is further programmed to calculate a utilization metric for the possible routes based on map data.

[0009] According to an embodiment of the present invention, the computer is further programmed to calculate a utilization metric for the possible route based on traffic data.

[0010] According to an embodiment of the present invention, the computer is further programmed to: when the vehicle follows the second route, once it is determined that the number of vehicles following the vehicle exceeds a following vehicle threshold, instruct the vehicle to pull over on one side of the road.

[0011] According to an embodiment of the present invention, the critical condition is that the temperature of the power transmission system exceeds a temperature threshold.

[0012] According to one embodiment of the invention, the computer is further programmed to instruct the vehicle to pull over in response to the critical condition of the powertrain system and then instruct a towing accessory of the vehicle to detach a trailer.

[0013] According to an embodiment of the invention, wherein the vehicle is a first vehicle, the computer is further programmed to transmit a request to tow the trailer to a second vehicle in response to the critical condition of the powertrain system.

[0014] According to an embodiment of the present invention, the first vehicle and the second vehicle are in a queue.

[0015] According to the present invention, there is provided a method comprising:

[0016] modifying a first route of the vehicle to a second route in response to data indicative of a critical condition of a powertrain of the vehicle;

[0017] Wherein, for the second route, the utilization metric of the powertrain system is lower than that of the first route.

[0018] According to an embodiment of the present invention, the utilization metric is one of predicted energy consumption, average power consumption, average heat generation rate, and peak power consumption.

[0019] According to an embodiment of the invention, the method further comprises generating a plurality of possible routes in response to data indicative of the critical condition of the powertrain system, and selecting one of the possible routes having a lowest utilization metric as the second route.

[0020] According to an embodiment of the invention, the method further comprises calculating the utilization metric of the possible routes based on map data.

[0021] According to an embodiment of the invention, the method further comprises calculating the utilization metric of the possible route based on traffic data.

[0022] According to an embodiment of the present invention, the method further comprises: when the vehicle follows the second route, once it is determined that the number of vehicles following the vehicle exceeds a following vehicle threshold, instructing the vehicle to pull over on one side of the road.

[0023] According to an embodiment of the present invention, the critical condition is that the temperature of the power transmission system exceeds a temperature threshold.

[0024] According to an embodiment of the present invention, the method further comprises: in response to the critical condition of the powertrain system, instructing the vehicle to pull over and then instructing a towing accessory of the vehicle to detach a trailer.

[0025] According to an embodiment of the invention, wherein the vehicle is a first vehicle, the method further comprises transmitting a request to tow the trailer to a second vehicle in response to the critical condition of the powertrain system.

[0026] According to an embodiment of the present invention, the first vehicle and the second vehicle are located in a queue. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is a top view of an exemplary vehicle;

[0028] Figure 2 is a block diagram of the vehicle;

[0029] Figure 3 is a process flow diagram of an example process for controlling a powertrain output;

[0030] Figure 4 is a process flow diagram of an example process for planning a route based on powertrain conditions;

[0031] Figure 5 is a process flow diagram of an example process for adjusting powertrain parameters based on powertrain conditions. DETAILED DESCRIPTION

[0032] In response to overheating and other malfunctions, it may be necessary to limit the operability of the powertrain. The vehicle described below provides a system for responding to powertrain malfunctions and overheating that balances continued operability of the powertrain with the experience, if any, of the vehicle occupants. A system includes a computer and powertrain components in communication with the computer. The computer instructs the powertrain components to modify powertrain operation in a manner that can prolong a complete powertrain failure without unduly burdening the occupants with noise, vibration, and harshness. The system can increase the likelihood that the vehicle will reach its destination without damage to the powertrain.

[0033] A system includes a computer programmed to modify a first route of a vehicle to a second route in response to data indicating a critical condition of a powertrain of the vehicle, and wherein a powertrain exercise metric is lower for the second route than for the first route.

[0034] The utilization metric may be one of predicted energy consumption, average power consumption, average heat generation rate, and peak power consumption. The computer may be further programmed to generate a plurality of possible routes in response to data indicating a critical condition of the powertrain system, and select one of the possible routes having the lowest utilization metric as the second route. The computer may be further programmed to calculate the utilization metric for the possible routes based on the map data. The computer may be further programmed to calculate the utilization metric for the possible routes based on the traffic data.

[0035] The computer may also be programmed to instruct the vehicle to stop on the side of the road upon determining that the number of vehicles behind the vehicle exceeds a following vehicle threshold when the vehicle follows the second route.

[0036] The critical condition may be that the temperature of the powertrain exceeds a temperature threshold.

[0037] The computer may be further programmed to instruct the vehicle to pull over in response to a critical condition of the powertrain and then instruct a towing attachment of the vehicle to detach the trailer. The vehicle may be a first vehicle, and the computer may be further programmed to transmit a request to tow the trailer to a second vehicle in response to the critical condition of the powertrain. The first vehicle and the second vehicle may be in a queue.

[0038] A method includes modifying a first route of a vehicle to a second route in response to data indicating a critical condition of a powertrain of the vehicle, and wherein a powertrain exercise metric is lower for the second route than for the first route.

[0039] The utilization metric may be one of predicted energy consumption, average power consumption, average heat generation rate, and peak power consumption. The method may include generating a plurality of possible routes in response to data indicating a critical condition of the powertrain system and selecting one of the possible routes having a lowest utilization metric as a second route. The method may include calculating the utilization metric for the possible routes based on map data. The method may include calculating the utilization metric for the possible routes based on traffic data.

[0040] The method may include instructing the vehicle to stop on the side of the road upon determining that the number of vehicles behind the vehicle exceeds a following vehicle threshold when the vehicle follows the second route.

[0041] The critical condition may be that the temperature of the powertrain exceeds a temperature threshold.

[0042] The method may include instructing the vehicle to pull over in response to a critical condition of the powertrain and then instructing a towing attachment of the vehicle to detach the trailer. The vehicle may be a first vehicle, and the method may further include transmitting a request to tow the trailer to a second vehicle in response to the critical condition of the powertrain. The first vehicle and the second vehicle may be in a queue.

[0043] refer to Figure 1 and 2 , the vehicle 30 may be an autonomous vehicle. The computer 32 may be configured to operate the vehicle 30 completely or to a lesser extent independently of the intervention of a human driver. The computer 32 may be programmed to operate the propeller 34, the brake system 36, the steering gear 38, and / or other vehicle systems. For the purposes of this disclosure, autonomous operation means that the computer 32 controls the propeller 34, the brake system 36, and the steering gear 38; semi-autonomous operation means that the computer 32 controls one or two of the propeller 34, the brake system 36, and the steering gear 38, and the human driver controls the rest; non-autonomous operation means that the human driver controls the propeller 34, the brake system 36, and the steering gear 38.

[0044] refer to Figure 1 , the vehicle 30 includes a passenger compartment 40 to accommodate occupants of the vehicle 30 (if any). The passenger compartment 40 includes one or more seats 42 in a first row disposed in front of the passenger compartment 40 and in a second row behind the first row. The passenger compartment 40 may also include seats 42 in a third row (not shown) located in the rear of the passenger compartment 40. The position and orientation of the seats 42 and their components may have different arrangements and / or may be adjustable by the occupants.

[0045] refer to Figure 2 , the computer 32 is a microprocessor-based computer. The computer 32 includes a processor, a memory, etc. The memory of the computer 32 includes a memory for storing instructions executable by the processor and for electronically storing data and / or databases. The computer 32 can be a single computer or a plurality of computers networked together. For example, the computer 32 can include different electronic control units (ECUs) that communicate with each other, such as a powertrain control module (PCM) and an autonomous vehicle control module (AVCM).

[0046] The computer 32 may communicate signals through a communication network 44 such as a controller area network (CAN) bus, Ethernet, WiFi (Wireless Fidelity), a local interconnect network (LIN), an on-board diagnostic connector (OBD-II), and / or any other wired or wireless communication network. The computer 32 may communicate with the brake system 36, the steering gear 38, components of the propulsion 34, AV (autonomous vehicle) sensors 46, occupancy sensors 48, transceivers 50, a powertrain temperature gauge 52, towing accessories 54, and other components.

[0047] The AV sensors 46 may provide data regarding the operation of the vehicle 30, such as wheel speed, wheel direction, and engine and transmission data (e.g., temperature, fuel consumption, etc.). The AV sensors 46 may detect the position and / or direction of the vehicle 30. For example, the AV sensors 46 may include global positioning system (GPS) sensors; accelerometers such as piezoelectric or micro-electromechanical systems (MEMS); gyroscopes such as rate, ring laser, or fiber gyroscopes; inertial measurement units (IMUs); and magnetometers. The AV sensors 46 may detect the outside world, i.e., phenomena outside the vehicle 30. For example, the sensors may include radar sensors, scanning laser rangefinders, light detection and ranging (LIDAR) devices, and image processing sensors such as cameras.

[0048] The AV sensor 46 may include an external thermometer 56 for measuring the ambient temperature (i.e., the temperature of the surrounding air of the external environment). The external thermometer 56 may be of any suitable type, such as magnetic, bimetallic strip, etc. The external thermometer 56 may be disposed at any location where the external thermometer 56 may reach thermal equilibrium with the external environment.

[0049] The occupancy sensor 48 is configured to detect occupancy of the seat 42. The occupancy sensor 48 may be a visible light or infrared camera directed toward the seat 42, a weight sensor within the seat 42, a sensor that detects whether a seat belt for the seat 42 is buckled or unbuckled, a human machine interface (HMI) that allows an occupant to input the presence of an occupant, or other suitable sensor.

[0050] The transceiver 50 is adapted to communicate signals wirelessly via any suitable wireless communication protocol, such as Bluetooth, WiFi, IEEE 802.11a / b / g, other RF (radio frequency) communications, etc. The transceiver 50 may be adapted to communicate with a remote server (i.e., a server that is distinct and spaced apart from the vehicle 30). The remote server may be located external to the vehicle 30. For example, the remote server may be associated with other vehicles (e.g., V2V communications), infrastructure components (e.g., V2I communications), emergency responders, mobile devices associated with an owner of the vehicle 30, etc. The transceiver 50 may be one device or may include separate transmitters and receivers.

[0051] The steering gear 38 is typically a known vehicle steering subsystem and controls the turning of the vehicle 30 wheels of the vehicle 30. The steering gear 38 can be a rack and pinion system with electric power steering, a steer-by-wire system (as both are known), or any other suitable system. The steering gear 38 can include an electronic control unit (ECU) or the like that communicates with and receives input from the computer 32 and / or a human driver. The human driver can control the steering gear 38 via, for example, a steering wheel.

[0052] Continue to refer Figure 2, the brake system 36 is generally a known vehicle braking subsystem and resists the movement of the vehicle 30 to slow and / or stop the vehicle 30. The brake system 36 may include friction brakes, such as disc brakes, drum brakes, band brakes, etc.; regenerative brakes; any other suitable type of brake; or a combination. The brake system 36 may include an electronic brake control unit (BCU) or the like that communicates with and receives input from the computer 32 and / or a human driver. The human driver may control the brake system 36 via, for example, a brake pedal.

[0053] refer to Figure 1 and Figure 2 , the propeller 34 of the vehicle 30 generates energy and converts the energy into motion of the vehicle 30. The propeller 34 includes a powertrain 58, which may include an engine 60 and a transmission 62 rotatably connected to the engine 60. The propeller 34 may be a known vehicle propulsion subsystem; for example, the powertrain 58 may include an engine 60 connected to a transmission 62 using an internal combustion engine, and the transmission 62 transmits rotational motion to the wheels; may be electric and include a battery, an electric motor, and a transmission 62 that transmits rotational motion to the wheels; may be hybrid, including an internal combustion engine and electrical components; or may be any other type of propeller. The propeller 34 may include an electronic control unit (ECU) or the like that communicates with and receives input from the computer 32 and / or a human driver. The engine 60, the transmission 62, etc. may communicate with the computer 32 directly or via the ECU. The human driver may control the propeller 34 via, for example, an accelerator pedal and / or a gear lever.

[0054] The engine 60 can be an internal combustion engine, an electric motor, or both. In an internal combustion engine or a hybrid engine, the engine 60 includes a plurality of cylinders 64. The cylinders 64 operate as combustion chambers, wherein the chemical reaction of the fuel is converted into kinetic energy of the pistons (not shown) of the cylinders 64. The pistons of the cylinders 64 are connected to the transmission 62 so that the linear movement of the pistons drives the rotational movement of the transmission 62. The pistons can be connected directly or indirectly (e.g., via a torque converter 66). The cylinders 64 of the engine 60 are fired in a predefined sequence.

[0055] The engine 60 has an engine speed. The engine speed is measured as the rotation rate of an output shaft (not shown) connected to the transmission 62, such as revolutions per minute (rpm). The stroke of the piston drives the shaft. Changing the piston firing rate changes the engine speed.

[0056] The engine 60 may use all of the cylinders 64 to power the vehicle 30, or may use an effective set of cylinders 64 that includes less than all of the cylinders 64. For example, if the engine 60 has six cylinders 64, then all six cylinders 64 may be fired sequentially, four cylinders 64 may be fired sequentially, three cylinders 64 may be fired sequentially, or some other number of cylinders 64 may be fired sequentially. The number of cylinders 64 fired, if any, may affect the noise, vibration, and harshness (NVH) experienced by occupants of the vehicle 30. For example, firing less than all of the cylinders 64 may increase NVH for the occupants compared to firing all of the cylinders 64, and firing an odd number of cylinders 64 may increase NVH for the occupants compared to firing an even number of cylinders 64, depending on the configuration of the engine 60.

[0057] Continue to refer Figure 1 and Figure 2 , the transmission 62 is connected to the output shaft of the engine 60, that is, it is directly or indirectly drivably connected to the engine 60. The transmission 62 transmits the power generated by the engine 60 to the drive shaft connected to the wheels (not shown). The transmission 62 can change the gear ratio between the input from the engine 60 and the output to the drive shaft. The transmission 62 can be any suitable type of transmission 62, including an automatic transmission with a set of defined gear ratios (called gears), or a continuously variable transmission. At a higher gear ratio or a lower gear, the transmission 62 transmits more torque to the drive shaft at a higher engine speed, and at a lower gear ratio or a higher gear, for a given speed of the drive shaft, the transmission 62 receives torque from the engine 60 at a slower engine speed and transmits less torque to the drive shaft.

[0058] The transmission 62 can shift between gears. As is known, the transmission 62 includes a plurality of physical gears that mesh with each other, and a hydraulic system including a pump (not shown). The hydraulic system changes the meshing of the physical gears, which changes the gear (e.g., from first gear to second gear). For the purposes of this disclosure, the transmission shift time refers to the time from when the transmission 62 begins to disengage from one gear (e.g., first gear) to when the transmission 62 completes meshing with another gear (e.g., second gear). Increasing the pressure of the hydraulic system reduces the transmission shift time, i.e., reduces the time it takes for the transmission 62 to shift gears, and increases NVH.

[0059] A shift schedule can determine the gear ratio of the transmission 62 as a function of vehicle speed and the position of an accelerator pedal (not shown). For an automatic transmission, the shift schedule indicates the conditions under which the transmission 62 will shift between two gears. The shift schedule can be expressed as a series of thresholds for shifting between consecutive gear pairs, and the thresholds are a function of vehicle speed, pedal position, or some other measurement of desired vehicle demand (e.g., the output of an autonomous driving algorithm), and whether the shift is an upshift or a downshift. A pedal is an input device (e.g., a floor pedal) through which an occupant indicates a desired change in vehicle acceleration or speed. For purposes of this disclosure, overdrive means that the transmission 62 delivers the required torque at a lower engine speed and / or a higher gear than would normally be indicated by the shift schedule. Overdrive may result in increased NVH, such as increased vibration experienced by an occupant.

[0060] refer to Figure 2 , one or more powertrain temperature gauges 52 are attached to the powertrain 58 to monitor whether the powertrain 58 is operating at a safe temperature. The powertrain temperature gauge 52 can be of any suitable type, such as magnetic, bimetallic strip, etc. The powertrain temperature gauge 52 can be disposed at any location where the temperature reading is relevant to the operability of the powertrain 58. For example, the powertrain temperature gauge 52 can be positioned so that coolant exiting the cylinder head or upper radiator hose (not shown) flows through the powertrain temperature gauge 52.

[0061] refer to Figure 1 and Figure 2 , the vehicle 30 may include a towing attachment 54 for attaching a trailer to the vehicle 30. The towing attachment 54 provides a structure to which the trailer can be releasably attached. The towing attachment 54 is operable to connect to and release from the trailer. Alternatively, the towing attachment 54 may be located on the trailer and communicate with the computer 32 through the transceiver 50 via a wired connection or a wireless connection. The towing attachment 54 on the trailer is operable to connect to and release from the structure of the vehicle 30. Alternatively, the towing attachment 54 may be manually operated by an occupant of the vehicle 30.

[0062] Figure 3 is a process flow diagram illustrating an exemplary process 300 for controlling the output of the powertrain 58. The memory of the computer 32 stores a program for executing the steps of the process 300.

[0063] Process 300 begins in block 305 where computer 32 receives an ambient temperature. External thermometer 56 detects the ambient temperature and sends a signal to computer 32 via communication network 44.

[0064] Next, in block 310, computer 32 determines a first temperature threshold and a second temperature threshold. (The adjectives "first" and "second" are used herein as identifiers and are not intended to indicate importance or order.) The temperature thresholds may be preset values, and computer 32 may look up the temperature thresholds in its memory. Alternatively, the temperature thresholds may be based on the ambient temperature. For example, the temperature thresholds may each be an increasing function of the ambient temperature, e.g., T 1 =a 1 ×T amb +b 1 and T 2 =a 2 ×T amb +b 2 , where T 1 is the first temperature threshold; T 2 is the second temperature threshold; T amb is the ambient temperature; and a 1 、b 1 、a 2 and b 2 is a constant. 1 、b 1 、a 2 and b 2 The temperature threshold may be determined experimentally, wherein the engine is operated in an environment with a high ambient temperature to determine the fault condition. For another example, the value of the temperature threshold may be stored in a lookup table with corresponding ambient temperature values. For each value of the ambient temperature, the temperature threshold may be determined experimentally, wherein the engine is operated in an environment with a high ambient temperature to determine the fault condition. The second temperature threshold is greater than the first temperature threshold; more specifically, if the temperature threshold is based on the ambient temperature, then for each value of the ambient temperature, the second temperature threshold is greater than the first temperature threshold.

[0065] Next, in box 315, the computer 32 receives the temperature of the powertrain 58. The powertrain temperature gauge 52 detects the powertrain temperature and sends a signal to the computer 32 via the communication network 44.

[0066] Next, in decision block 320, the computer 32 determines whether it has received data indicating a critical condition of the powertrain 58. The critical condition may be that the temperature of the powertrain 58 exceeds a first temperature threshold, in other words, the powertrain 58 is overheated. If the temperature of the powertrain 58 does not exceed the first temperature threshold, the process 300 returns to block 315; that is, the computer 32 continues to monitor the temperature of the powertrain 58.

[0067] If the temperature of the powertrain 58 exceeds the first temperature threshold, then next, in decision block 325 , the computer 32 determines whether the temperature of the powertrain 58 exceeds a second temperature threshold. If the temperature of the powertrain 58 exceeds the second temperature threshold, the process 300 proceeds to block 335 .

[0068] If the temperature of the powertrain 58 does not exceed the second temperature threshold, then next, in box 330, the computer 32 limits the power provided by the powertrain 58 to a first power limit. The first power limit can be a preset power value, measured in units of energy per time (e.g., horsepower, watts, etc.). Alternatively, the first power limit can be a fraction, such as 90%, less than one of the powers required by the powertrain 58. The first power limit can be determined experimentally, such as by experimentally determining a power level that generally allows the powertrain 58 to continue to operate at a temperature between the first and second temperature thresholds.

[0069] If the temperature of the powertrain 58 exceeds the second temperature threshold, then in block 335, the computer 32 limits the power provided by the powertrain 58 to a second power limit. The second power limit may be a preset power value that is lower than the preset value of the first power limit. Alternatively, the second power limit may be a fraction of one of the powers required by the powertrain 58 that is less than the fraction of the first power limit, such as 75%. The second power limit may be determined experimentally, such as by experimentally determining a power level that generally allows the powertrain 58 to continue to operate with a temperature above the second temperature threshold.

[0070] After either box 330 or box 335, in box 340, the computer 32 receives an acceleration request. For the purposes of this disclosure, an "acceleration request" refers to an instruction to the thrusters 34 for an acceleration level, the instruction including an acceleration value or implicitly requesting acceleration, such as by requesting an increased speed value. The acceleration request may be generated by, for example, an autonomous driving algorithm (as known) based on driving conditions such as the surrounding environment, other vehicles and objects, road rules, etc.

[0071] Next, in decision block 345, the computer 32 determines whether the acceleration demand is above an acceleration threshold. The acceleration threshold may be a value stored in a memory of the computer 32. The acceleration threshold may be determined to correspond to driving events that require higher acceleration, such as the vehicle entering a freeway on-ramp, completing a pass for another vehicle, avoiding an oncoming vehicle, etc. If the acceleration demand does not exceed the acceleration threshold, the process 300 proceeds to block 355.

[0072] If the acceleration demand exceeds the acceleration threshold, then next, in decision block 350, the computer 32 determines whether the acceleration demand exceeds an energy limit. For purposes of this disclosure, the energy limit is the total amount of energy above the first or second power limit that the powertrain 58 is permitted to supply. The energy limit may be a value stored in a memory of the computer 32, such as a measurement in units of energy (e.g., joules). The energy limit may be determined experimentally, such as by experimentally determining the total amount of energy above the power limit that the powertrain 58 can typically supply while continuing to operate without compromising the life of the powertrain 58. If the acceleration demand would exceed the energy limit, the process 300 proceeds to block 360.

[0073] If the acceleration demand does not exceed the acceleration threshold, then after decision block 345, or if the acceleration demand will not exceed the energy limit, then after decision block 350, in block 355, the computer 32 provides power from the powertrain 58, even if the power exceeds the first or second power limit (as shown in block 330 or block 335). After block 355, the process 300 returns to block 315.

[0074] If the acceleration demand will exceed the energy limit, then after decision block 350, in block 360, the computer 32 limits the power provided by the powertrain 58 above the first or second power limit to the energy limit. If the energy limit has been exceeded, the computer 32 limits the power provided by the powertrain 58 to the first or second power limit. If the acceleration demand will exceed the energy limit, the computer 32 allows the powertrain 58 to provide power above the first or second power limit up to the energy limit, but then limits the power provided by the powertrain 58 to the first or second power limit. After block 360, the process 300 returns to block 315.

[0075] Figure 4 is a process flow diagram illustrating an exemplary process 400 for planning a route based on powertrain conditions. The memory of the computer 32 stores a program for executing the steps of the process 400. In the process 400, the vehicle 30 is a first vehicle 30 in a platoon that includes one or more second vehicles 90. (The terms "first" and "second" do not necessarily refer to the arrangement within the platoon.) A "platoon" is a group of vehicles 30, 90 that travel together in a coordinated manner (e.g., with respect to speed, heading, etc.). The vehicles 30, 90 may communicate with each other via the transceiver 50 (e.g., Figure 2) and can form a wireless ad hoc network using dedicated short range communication (DSRC) standards and protocols. Vehicles 30, 90 can send messages about upcoming obstacles, traffic signals, etc.; expected actions; etc. Vehicles 30, 90 in a queue can coordinate maneuvers such as braking on the ad hoc network. Communication and coordination of maneuvers such as braking allow vehicles 30, 90 to travel more closely than vehicles not in a queue.

[0076] Process 400 begins in block 405, where computer 32 receives a request for a route to a destination. The request may be received via, for example, user input.

[0077] Next, in box 410, the computer 32 plans a first route to the destination. As is known, the computer 32 can generate the first route using a route planning algorithm such as Dijkstra's algorithm, A*, D*, etc. The algorithm can minimize travel time, travel distance, etc.

[0078] Next, in block 415 , the computer 32 receives the ambient temperature. The external thermometer 56 detects the ambient temperature and sends a signal to the computer 32 via the communication network 44 .

[0079] Next, in block 420, the computer 32 determines a temperature threshold. The temperature threshold may be a preset value, and the computer 32 may look up the temperature threshold in its memory. Alternatively, the temperature threshold may be based on the ambient temperature. For example, the temperature threshold may be an increasing function of the ambient temperature, such as T = a x T amb +b, where T is the temperature threshold; T amb is the ambient temperature; and a and b are constants. The constants a and b may be determined experimentally, wherein the engine is operated in an environment with a high ambient temperature to determine the fault condition. As another example, the value of the temperature threshold may be stored in a lookup table with corresponding ambient temperature values. For each value of the ambient temperature, the value of the temperature threshold may be determined experimentally, wherein the engine is operated in an environment with a high ambient temperature to determine the fault condition.

[0080] Next, in box 425, the computer 32 receives the temperature of the powertrain 58. The powertrain temperature gauge 52 detects the powertrain temperature and sends a signal to the computer 32 via the communication network 44.

[0081] Next, in decision block 430, the computer 32 determines whether it has received data indicating a critical condition of the powertrain 58. The critical condition may be that the temperature of the powertrain 58 exceeds a temperature threshold, in other words, the powertrain 58 is overheated. If the temperature of the powertrain 58 does not exceed the temperature threshold, the process 400 returns to block 425; that is, the computer 32 continues to monitor the temperature of the powertrain 58.

[0082] If the temperature of the powertrain 58 exceeds the temperature threshold, then next, in box 435, the computer 32 instructs the first vehicle 30 to pull over. For example, the computer 32 can use the autopilot algorithm to instruct the propeller 34, the steering 38, and the braking system 36 to move the first vehicle 30 to the shoulder or side of the road on which the first vehicle 30 is traveling, and slow down and stop the first vehicle 30.

[0083] Next, in box 440, the computer 32 receives map data and traffic data. The map data is typically conventional map data provided in a vehicle navigation system, and typically includes data about the location and length of roads, local traffic regulations for roads, terrain data, etc. The computer 32 may receive the map data via the transceiver 50 or by looking up the map data in memory. The traffic data may include information for a particular road or road segment (e.g., one mile, two miles), the number of vehicles on the road, the average speed of vehicles on the road or road segment, delays (if any), etc.

[0084] Next, in box 445, the computer 32 generates a plurality of possible routes from the current location of the first vehicle 30 to the destination. The computer 32 may generate the possible routes in the process of using a route planning algorithm such as Dijkstra's algorithm, A*, D*, etc., as is known.

[0085] Next, in box 450, the computer 32 calculates a usage metric for the powertrain 58 for the possible route based on the map data and the traffic data. For the purposes of this disclosure, a "usage metric" is a value that represents how the powertrain 58 will operate when traversing the route. The usage metric can be a total value for the route, an average value over the route, or a peak value over the route. The usage metric can be, for example, energy consumption, average power consumption, average heat generation rate, peak power consumption, etc. For example, for the purposes of this disclosure, a "predicted energy consumption" is the amount of energy that the computer 32 estimates the powertrain 58 will consume for the first vehicle 30 to traverse the route. The predicted energy consumption is measured in units of energy, such as joules. The computer 32 can calculate the predicted energy consumption by estimating the acceleration that the first vehicle 30 may use to traverse each possible route based on intersections where the first vehicle 30 will need to stop, speed limits along possible route segments, uphill portions of possible routes, etc. For example, the computer 32 can use the following formula:

[0086]

[0087] Where l is the speed limit, I l is the number of intersections on the route where the first vehicle 30 will stop before its section with speed limit l, E acc→lis the amount of energy required to accelerate to speed l, D l is the distance of the route with speed limit l, E l is the energy per unit distance required to maintain speed l, i is the index per mile (or other distance segment) along the route, N is the total number of miles (or other distance segments) along the route, and g i is the slope (i.e., steepness, measured in angular units such as degrees) at mile i, and E grad The additional energy required to climb a distance with a certain slope over the energy required to travel the same distance on flat ground. acc→l 、E l and E grad It can be based on experimental data collected while driving the first vehicle 30. For another example, for the purposes of this disclosure, "average power consumption" is the average power that the computer 32 estimates the powertrain 58 will generate on the route. The average power consumption can be calculated, for example, the energy consumption divided by the estimated travel time of the route. Alternatively, the average power consumption can be calculated as, for example, the average or root mean square of the expected power consumption at evenly spaced points along the route. For another example, for the purposes of this disclosure, "average heating rate" is the heat that the computer 32 estimates the powertrain 58 to generate per unit distance or time along the route. The average heating rate can be calculated using a similar formula, where the term is experimentally determined how the powertrain 58 generates heat under different driving conditions, road environments, traffic scenarios, etc. For another example, for the purposes of this disclosure, "peak power consumption" is the maximum power that the computer 32 estimates the powertrain 58 will generate when traversing the route. The memory of the computer 32 can store power consumption scores for different driving scenarios, and the computer 32 can calculate the peak power consumption by determining which driving scenario occurs along the route with the highest score. As is known, the computer 32 may calculate the utilization metric of the possible routes in the process of using a route planning algorithm such as Dijkstra's algorithm, A*, D*, etc. Specifically, the utilization metric may be a metric optimized by the route planning algorithm, or may be a component of a metric optimized by the route planning algorithm.

[0088] Next, in block 455, the computer 32 selects a second route having the lowest utilization metric (or a metric optimization value including the utilization metric) from the possible routes and modifies the first route into the second route. Therefore, the utilization metric of the second route is lower than the utilization metric of the first route.

[0089] Next, in decision block 458, the computer 32 determines whether the first vehicle 30 is traveling as a member of a platoon. The membership status in the platoon may be stored in a memory of the computer 32. If the first vehicle 30 is not a member of the platoon, the process 400 proceeds to block 475.

[0090] If the first vehicle 30 is a member of the platoon, then next, in decision block 460, the computer 32 determines whether the first vehicle 30 is towing a trailer. For example, the computer 32 may determine whether the towing attachment 54 is attached. If the first vehicle 30 is not towing a trailer, the process 400 proceeds to block 470.

[0091] If the first vehicle 30 is towing a trailer, then next, in box 465, the computer 32 instructs the towing attachment 54 to detach the trailer. Alternatively, a message may be sent to the occupants to detach the trailer.

[0092] Next, or after decision block 460, if the first vehicle 30 is not towing a trailer, then in block 470, the computer 32 sends a request via the transceiver 50 to one of the second vehicles 90 following the second route. If the first vehicle 30 is towing a trailer, the computer 32 may also send a request for the second vehicle 90 to tow the trailer. The first vehicle 30 may move so that the second vehicle 90 has room to attach the trailer; for example, the first vehicle 30 may drive forward a preset distance. The preset distance may be stored in the memory of the computer 32. The preset distance may be selected based on providing enough space for the second vehicle 90 to parallel park between the first vehicle 30 and the trailer.

[0093] Next, or after decision block 458, if the first vehicle 30 is not in the queue, then in block 475, the computer 32 instructs the first vehicle 30 to begin following the second route. For example, the computer 32 may use an autopilot algorithm to instruct the propulsion 34, the steering 38, and the braking system 36 to drive the first vehicle 30 along the second route. In doing so, the computer 32 may also implement the process 300 described above and / or the process 500 described below.

[0094] Next, in box 480, while following the second route, the computer 32 receives the number of vehicles following the first vehicle 30. The number of following vehicles may exclude the second vehicle 90 that is in a platoon with the first vehicle 30; in other words, the number of following vehicles may include only vehicles that are not associated with the platoon. The computer 32 may receive data from the AV sensor 46 and interpret the data using known image analysis and / or other object recognition techniques to determine the number of following vehicles.

[0095] Next, in decision block 485, the computer 32 determines whether the number of following vehicles exceeds a following vehicle threshold (e.g., three). The following vehicle threshold may be determined by user input, or may be a preset value. The preset value of the following vehicle threshold may be based on survey customer preferences. If the number of following vehicles does not exceed the following vehicle threshold, the process 400 proceeds to decision block 490.

[0096] If the number of following vehicles exceeds the following vehicle threshold, then next, in block 490, the computer 32 instructs the first vehicle 30 to pull over until the following vehicles have passed the first vehicle 30. For example, the computer 32 may use an autonomous driving algorithm to instruct the propulsion system 34, steering system 38, and braking system 36 to move the first vehicle 30 to the shoulder or side of the road on which the first vehicle 30 is traveling, slow down and stop the first vehicle 30, wait until the following vehicles have passed, and accelerate the first vehicle 30 back onto the road.

[0097] After decision block 485, if the number of following vehicles does not exceed the following vehicle threshold, or after block 490, the computer 32 determines whether the first vehicle 30 has arrived at the destination. The computer 32 can use, for example, GPS data from the AV sensor 46 to compare the location of the first vehicle 30 to the location of the destination. If the first vehicle 30 is not at the destination, the process 400 returns to block 475 to continue following the second route. If the first vehicle 30 is at the destination, the process 400 ends.

[0098] Figure 5 is a process flow diagram illustrating an exemplary process 500 for planning a route based on powertrain conditions. The memory of the computer 32 stores a program for executing the steps of the process 500.

[0099] The process 500 begins in block 505, where the computer 32 receives sensor data from the occupancy sensor 48. The sensor data may be an image from a camera pointed at the seat 42, a weight value from a weight sensor in the seat 42, a binary signal from a sensor for detecting whether a seat belt of the seat 42 is buckled or unbuckled, etc.

[0100] Next, in box 510, the computer 32 determines an occupancy state of the vehicle 30 based on the sensor data. For purposes of this disclosure, an "occupancy state" is a classification based on the presence, location, number, etc. of occupants in the passenger compartment 40. For example, the occupancy state can be one of an occupied state (i.e., there is at least one occupant in the passenger compartment 40) and an unoccupied state (i.e., there are no occupants in the passenger compartment 40). The computer 32 uses the sensor data to determine the occupancy state. For example, the computer 32 can have an object recognition algorithm to identify an occupant in one of the seats 42 based on an image from a camera, for example, by comparing the image to a baseline image. For another example, the computer 32 can receive a weight above a weight threshold from at least one weight sensor in one of the seats 42. The weight threshold can be selected to be sufficiently low, for example, 99% of the possible occupant population is heavier than it. For another example, a binary signal from a sensor in at least one seat belt buckle indicates that the buckle is fastened.

[0101] Next, in block 515 , the computer 32 receives the ambient temperature. The external thermometer 56 detects the ambient temperature and sends a signal to the computer 32 via the communication network 44 .

[0102] Next, in block 520 , computer 32 determines a temperature threshold, as described above with respect to block 420 of process 400 .

[0103] Next, in box 525, the computer 32 receives the temperature of the powertrain 58. The powertrain temperature gauge 52 detects the powertrain temperature and sends a signal to the computer 32 via the communication network 44.

[0104] Next, in decision block 530, the computer 32 determines whether it has received data indicating a critical condition of the powertrain 58. The critical condition may be that the temperature of the powertrain 58 exceeds a temperature threshold, in other words, the powertrain 58 is overheated. If the temperature of the powertrain 58 does not exceed the temperature threshold, the process 500 returns to block 525; that is, the computer 32 continues to monitor the temperature of the powertrain 58.

[0105] Next, in block 535, the computer 32 determines the occupancy state. The occupancy state determined in block 510 may be stored in a memory of the computer 32. If the occupancy state is an unoccupied state, the process 500 proceeds to block 545.

[0106] If the occupancy state is the occupied state, then next, in box 540, the computer 32 adjusts one or more parameters of the powertrain 58. Parameters are values ​​that control the operation of the powertrain, and typically include engine speed, cylinder deactivation, transmission shift time, and shift thresholds for the shifting schedule. For example, the computer 32 can increase the engine speed. In the event of a coolant leak, a higher engine speed can pump more air through the engine 60 as a substitute coolant. The engine speed varies during operation of the vehicle 30, but for any torque value required by the engine, the engine speed is increased to exceed the default value. For another example, the computer 32 can increase cylinder deactivation, that is, ignite fewer cylinders 64 in the firing sequence, such as four cylinders 64 instead of six cylinders 64. For another example, the computer 32 can reduce the transmission shift time. The computer 32 can, for example, increase the pressure in the hydraulic system to shift gears. The time for shifting gears can be reduced, for example, from 0.5 seconds to 0.3 seconds. As another example, the computer 32 may adjust the shift threshold of the shift schedule to increase lugging, i.e., reduce engine speed or increase gear for a given required torque. For a given acceleration demand, the shift threshold may be a function of the speed of the vehicle 30 and whether the shift is an upshift or a downshift. After box 540, the process 500 ends.

[0107] If the occupied state is an unoccupied state, then in box 545, the computer 32 adjusts one or more parameters of the powertrain 58 to a more extreme value than the occupied state, that is, more extreme than in box 540. More extreme values ​​can increase NVH in the passenger compartment 40, but the passenger compartment 40 does not contain occupants who will experience increased NVH. For example, the computer 32 can increase the engine speed more for the unoccupied state than for the occupied state. For another example, the computer 32 can increase their cylinder deactivation more for the unoccupied state than for the occupied state, such as three cylinders 64 instead of six cylinders 64. For another example, the computer 32 can reduce the transmission shift time more for the unoccupied state than for the occupied state, such as from 0.5 seconds to 0.2 seconds, which can reduce the friction heat generated during the shift and cause greater NVH torque disturbance. For another example, the computer 32 can adjust the shift threshold of the shift schedule more for the unoccupied state than for the occupied state to increase the overload operation capacity. After box 545, the process 500 ends.

[0108] Generally, the computing systems and / or devices described may be implemented using any of a variety of computer operating systems, including but not limited to various versions and / or variations of Ford Applications, AppLink / Smart DeviceLink middleware, Microsoft Operating System, Microsoft Operating systems, Unix operating systems (such as those distributed by Oracle Corporation of Redwood Shores, California) operating systems), AIX UNIX system distributed by International Business Machines Corporation of Armonk, New York, Linux operating system, Mac OSX and iOS operating systems distributed by Apple Inc. of Cupertino, California, BlackBerry OS distributed by BlackBerry Ltd. of Waterloo, Canada, Android operating system developed by Google Inc. and the Open Handset Alliance, or infotainment provided by QNX software system CAR Platform. Examples of computing devices include, but are not limited to, an in-vehicle computer, a computer workstation, a server, a desktop, notebook, laptop or handheld computer, or some other computing system and / or device.

[0109] Computing devices typically include computer-executable instructions that can be executed by one or more computing devices such as those described above. Computer-executable instructions can be compiled or interpreted by a computer program created using a variety of programming languages ​​and / or technologies, including but not limited to Java, either alone or in combination. TM, C, C++, Matlab, Simulink, Stateflow, Visual Basic, Java Script, Perl, HTML, etc. Some of these applications can be compiled and executed on a virtual machine, such as a Java virtual machine, a Dalvik virtual machine, etc. Typically, a processor (e.g., a microprocessor) receives instructions, such as from a memory, a computer-readable medium, etc., and executes these instructions, thereby completing one or more processes, including one or more processes described herein. Such instructions or other data can be stored and transmitted using various computer-readable media. Files in a computing device are typically a collection of data stored on a computer-readable medium, such as a storage medium, a random access memory, etc.

[0110] Computer readable media (also referred to as processor readable media for short) include any non-temporary (e.g. tangible) medium that participates in providing data (e.g. instructions) that can be read by a computer (e.g. a computer processor). Such media can take a variety of forms, including but not limited to non-volatile media and volatile media. Non-volatile media can include, for example, optical or magnetic disks or other permanent storage. Volatile media can include, for example, dynamic random access memory (DRAM) that typically constitutes main memory. These instructions can be transmitted by one or more transmission media, including coaxial cables, copper wires, and optical fibers, including wires of a system bus that includes a processor coupled to an ECU. Conventional forms of computer readable media include, such as floppy disks, flexible disks, hard disks, magnetic tapes, any other magnetic media, CD-ROMs, DVDs, any other optical media, punched cards, paper tapes, any other physical media with hole patterns, RAM (random access memory), PROM (programmable read-only memory), EPROM (erasable programmable read-only memory), FLASH EEPROM (flash electrically erasable programmable read-only memory), any other memory chip or box, or any other computer readable medium.

[0111] Databases, data repositories, or other data storage disclosed herein may include various mechanisms for storing, accessing, and retrieving various data, including hierarchical databases, groups of files in a file system, application databases with proprietary format applications, relational database management systems (RDBMS), and the like. Each such database storage is typically included in a computing device that employs, for example, one of the above-mentioned computer operating systems, and is accessed in any one or more ways via a network. The file system may be accessed from a computer operating system and includes files stored in a variety of forms. In addition to the language used to create, store, edit, and execute stored programs, RDBMS typically employs structured query language (SQL), such as the PL / SQL language described above.

[0112] In some examples, the system elements are computer-readable instructions (e.g., software) implemented on one or more computing devices (e.g., servers, personal computers, etc.), which are stored on a computer-readable medium associated therewith (e.g., disks, memories, etc.). A computer program product may include such instructions stored on a computer-readable medium for implementing the above-described functions.

[0113] In the accompanying drawings, the same reference numerals represent the same elements. In addition, some or all of these elements may be changed. Regarding the processes, systems, methods, heuristics, etc. described herein, it should be understood that although the steps of such processes, etc. are described as occurring in a certain order, such processes may be implemented using the steps of the description completed in an order other than the order described herein. It should be further understood that some steps may be performed simultaneously, other steps may be added, or some steps described herein may be omitted. In other words, the description of the processes herein is provided for the purpose of illustrating certain embodiments, and should not be interpreted in any way as limiting the claimed invention.

[0114] Accordingly, it should be understood that the purpose of the above description is to illustrate rather than to limit. When reading the above description, many embodiments and applications are apparent except for the examples provided. The scope of the present invention should be determined with reference to the appended claims and the full range of rights equivalent to those required by the claims, rather than with reference to the above description. It is expected that further developments will occur in the technology discussed herein, and the disclosed system and method will be incorporated into such further embodiments. In a word, it should be understood that the present invention is capable of modification and variation.

[0115] All terms used in the claims are intended to be given their broadest reasonable constructions and should be understood by those skilled in the art to have their most common meanings unless an explicit indication to the contrary is made herein. In particular, the use of the singular articles "a," "the," "said," etc. should be understood to refer to one or more of the indicated elements unless an explicit limitation to the contrary is made. The use of "in response to" and "upon determination" indicates a causal relationship, not just a temporal relationship.

[0116] The disclosure has been described in an illustrative manner, and it is to be understood that the terminology which has been used is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the disclosure are possible in light of the above teachings, and the disclosure may be practiced otherwise than as specifically described.

Claims

1. A method for a vehicle, comprising: modifying a first route of the vehicle to a second route in response to data indicative of a critical condition of a powertrain of the vehicle, wherein the critical condition is a temperature of the powertrain exceeding a temperature threshold; Wherein, for the second route, the utilization metric of the powertrain is lower than that of the first route, the utilization metric being a value representing how the powertrain will operate when traversing the route. 2 . The method for a vehicle of claim 1 , wherein the utilization metric is one of predicted energy consumption, average power consumption, average heat generation rate, and peak power consumption. 3 . The method for a vehicle of claim 2 , further comprising generating a plurality of possible routes in response to data indicative of the critical condition of the powertrain system, and selecting one of the possible routes having a lowest utilization metric as the second route. 4 . The method for a vehicle according to claim 3 , further comprising calculating the utilization metric of the possible route based on map data. 5 . The method for a vehicle of claim 3 , further comprising calculating the utilization metric for the possible route based on traffic data.

6. The method for a vehicle according to claim 1, further comprising: When the vehicle follows the second route, once it is determined that the number of vehicles following the vehicle exceeds a following vehicle threshold, the vehicle is instructed to pull over to one side of the road.

7. The method for a vehicle according to claim 1, further comprising: In response to the critical condition of the powertrain system, the vehicle is instructed to pull over and then a towing accessory of the vehicle is instructed to detach a trailer. 8 . The method for a vehicle of claim 7 , wherein the vehicle is a first vehicle, the method further comprising transmitting a request to tow the trailer to a second vehicle in response to the critical condition of the powertrain system. 9 . The method for a vehicle according to claim 8 , wherein the first vehicle and the second vehicle are located in a queue.

10. A computer programmed to execute the method for a vehicle as claimed in any one of claims 1 to 9.

11. A vehicle comprising the computer and a power transmission system as claimed in claim 10.

12. A system comprising a computer programmed to: modifying a first route of the vehicle to a second route in response to data indicative of a critical condition of a powertrain of the vehicle, wherein the critical condition is a temperature of the powertrain exceeding a temperature threshold; in, For the second route, the powertrain system's utilization metric is lower than for the first route, the utilization metric being a value that represents how the powertrain system will perform while traversing a route.

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