Powertrain fault management

Abstract

A computer is programmed to limit the power supplied by the powertrain to a power limit in response to data indicating critical conditions of the powertrain; and to supply power from the powertrain above the power limit in response to acceleration demand exceeding an acceleration threshold. The computer can also be programmed to limit the power supplied by the powertrain above the power limit to an energy limit.

Description

Technical Field

[0001] This disclosure generally pertains to the field of vehicle management, and more specifically, to the management of powertrain system failures. Background Technology

[0002] A vehicle's powertrain typically includes an engine, torque converter, and transmission connected in series, along with a differential shaft, and sometimes a transfer case for four-wheel drive. If the engine is an internal combustion engine, it includes cylinders that act as combustion chambers, converting fuel into rotational kinetic energy. The torque converter transmits rotational motion from the engine to the transmission while allowing slippage between the engine and transmission, for example, when the engine is running and the vehicle is stationary. The transmission transfers the kinetic energy from the torque converter to the drive shafts and ultimately to the vehicle's wheels, applying gear ratios that allow for different trade-offs between torque and rotational speed. Overheating and other malfunctions can cause powertrain failure and / or damage. Summary of the Invention

[0003] According to the present invention, a system including a computer is provided, the computer being programmed to:

[0004] In response to data indicating critical conditions of the powertrain, the power supplied by the powertrain is limited to a power limit; and

[0005] In response to an acceleration demand exceeding an acceleration threshold, power exceeding the power limit is provided from the powertrain system.

[0006] According to one embodiment of the invention, the computer is further programmed to limit the power provided by the powertrain system above the power limit to an energy limit.

[0007] According to one embodiment of the invention, the power limit is a fraction less than one of the power required by the power transmission system.

[0008] According to one embodiment of the present invention, the power limit is a preset power value.

[0009] According to one embodiment of the present invention, the critical condition is that the temperature of the power transmission system exceeds a temperature threshold.

[0010] According to one embodiment of the invention, the power limit is a fraction less than one of the power required by the power transmission system.

[0011] According to one embodiment of the present invention, the temperature threshold is a first temperature threshold, and the computer is further programmed to limit the power provided by the powertrain to a preset power value in response to data indicating that the temperature of the powertrain exceeds a second temperature threshold.

[0012] According to one embodiment of the present invention, the second temperature threshold is greater than the first temperature threshold.

[0013] According to one embodiment of the invention, wherein the fraction is a first fraction and the temperature threshold is a first temperature threshold, the computer is further programmed to limit the power supplied by the powertrain to a second fraction of the power required by the powertrain in response to data indicating that the temperature of the powertrain exceeds a second temperature threshold, the second fraction being less than the first fraction and the second temperature threshold being greater than the first temperature threshold.

[0014] According to one embodiment of the invention, the computer is further programmed to determine the temperature threshold based on the ambient temperature.

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

[0016] In response to data indicating critical conditions of the powertrain system, the power supplied by the powertrain system will be limited to a power limit; and

[0017] In response to acceleration demands exceeding the acceleration threshold, power exceeding the power limit is provided from the powertrain.

[0018] According to one embodiment of the invention, the power limit provided by the powertrain system, above the power limit, is reduced to an energy limit.

[0019] According to one embodiment of the invention, the power limit is a fraction less than one of the power required by the power transmission system.

[0020] According to one embodiment of the present invention, the power limit is a preset power value.

[0021] According to one embodiment of the present invention, the critical condition is that the temperature of the power transmission system exceeds a temperature threshold.

[0022] According to one embodiment of the invention, the power limit is a fraction less than one of the power required by the power transmission system.

[0023] According to one embodiment of the present invention, wherein the temperature threshold is a first temperature threshold, and the method further includes limiting the power provided by the powertrain to a preset power value in response to data indicating that the temperature of the powertrain exceeds a second temperature threshold.

[0024] According to one embodiment of the present invention, the second temperature threshold is greater than the first temperature threshold.

[0025] According to one embodiment of the invention, wherein the fraction is a first fraction and the temperature threshold is a first temperature threshold, and the method further includes, in response to data indicating that the temperature of the powertrain exceeds a second temperature threshold, limiting the power provided by the powertrain to a second fraction of the power required by the powertrain, wherein the second fraction is less than the first fraction and the second temperature threshold is greater than the first temperature threshold.

[0026] According to one embodiment of the present invention, the method further includes determining the temperature threshold based on the ambient temperature. Attached Figure Description

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

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

[0029] Figure 3 This is a process flow diagram of an example process used to control the output of a power transmission system;

[0030] Figure 4 This is a process flowchart for an example of route planning based on powertrain system conditions;

[0031] Figure 5 This is a process flowchart for an example process of adjusting powertrain system parameters based on powertrain system conditions. Detailed Implementation

[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 failure and overheating, balancing the continued operability of the powertrain with the experience of the vehicle occupants (if any). One 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 capable of extending the lifespan of a complete powertrain failure without unduly burdening the occupants with noise, vibration, and roughness. This system can increase the likelihood that the vehicle will reach its destination without damaging the powertrain.

[0033] A system includes a computer programmed to limit the power supplied by the powertrain to a power limit in response to data indicating critical conditions of the powertrain, and to supply power from the powertrain above the power limit in response to acceleration demand exceeding an acceleration threshold.

[0034] The computer can be further programmed to limit the power provided by the powertrain beyond the power limit to the energy limit.

[0035] Power limits can be a fraction of the power required by the powertrain.

[0036] The power limit can be a preset power value.

[0037] The critical condition could be that the temperature of the powertrain exceeds a temperature threshold. The power limitation could be a fraction of the power required by the powertrain. The temperature threshold could be a first temperature threshold, and the computer could be further programmed to limit the power supplied by the powertrain to a preset power value in response to data indicating that the temperature of the powertrain exceeds a second temperature threshold. The second temperature threshold could be greater than the first temperature threshold.

[0038] When the fraction can be a first fraction and the temperature threshold can be a first temperature threshold, the computer can be further programmed to limit the power provided by the powertrain to a second fraction of the power required by the powertrain in response to data indicating that the temperature of the powertrain exceeds a second temperature threshold, and the second fraction can be less than the first fraction and the second temperature threshold can be greater than the first temperature threshold.

[0039] Computers can also be programmed to determine temperature thresholds based on ambient temperature.

[0040] One method includes limiting the power supplied by the powertrain to a power limit in response to data indicating critical conditions of the powertrain, and providing power from the powertrain above the power limit in response to acceleration demand exceeding an acceleration threshold.

[0041] This method may include limiting the power provided by the powertrain system beyond the power limit to the energy limit.

[0042] Power limits can be a fraction of the power required by the powertrain.

[0043] The power limit can be a preset power value.

[0044] The critical condition can be that the temperature of the powertrain exceeds a temperature threshold. The power limitation can be a fraction of the power required by the powertrain. The temperature threshold can be a first temperature threshold, and the method can further include limiting the power supplied by the powertrain to a preset power value in response to data indicating that the temperature of the powertrain exceeds a second temperature threshold. The second temperature threshold can be greater than the first temperature threshold.

[0045] The fraction can be a first fraction and the temperature threshold can be a first temperature threshold, and the method can further include, in response to data indicating that the temperature of the powertrain exceeds a second temperature threshold, limiting the power provided by the powertrain to a second fraction of the power required by the powertrain, and the second fraction can be less than the first fraction, and the second temperature threshold can be greater than the first temperature threshold.

[0046] This method may include determining a temperature threshold based on ambient temperature.

[0047] refer to Figure 1 and 2 Vehicle 30 may be an autonomous vehicle. Computer 32 may be configured to operate vehicle 30 entirely or to a lesser extent independently of human driver intervention. Computer 32 may be programmed to operate propellers 34, braking system 36, steering system 38, and / or other vehicle systems. For the purposes of this disclosure, autonomous operation means that computer 32 controls propellers 34, braking system 36, and steering system 38; semi-autonomous operation means that computer 32 controls one or two of propellers 34, braking system 36, and steering system 38, and a human driver controls the rest; non-autonomous operation means that a human driver controls propellers 34, braking system 36, and steering system 38.

[0048] refer to Figure 1 The vehicle 30 includes a passenger compartment 40 for accommodating occupants of the vehicle 30 (if any). The passenger compartment 40 includes one or more seats 42 arranged in a first row at the 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 at 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.

[0049] refer to Figure 2 Computer 32 is a microprocessor-based computer. Computer 32 includes a processor, memory, etc. The memory of computer 32 includes memory for storing instructions that can be executed by the processor and memory for electronically storing data and / or databases. Computer 32 can be a single computer or multiple computers networked together. For example, computer 32 may include different electronic control units (ECUs) that communicate with each other, such as powertrain control modules (PCMs) and autonomous vehicle control modules (AVCMs).

[0050] Computer 32 can transmit signals via communication network 44, such as Controller Area Network (CAN) bus, Ethernet, WiFi (Wireless Fidelity), Local Interconnect Network (LIN), On-Board Diagnostic Connector (OBD-II), and / or any other wired or wireless communication network. Computer 32 can communicate with components of braking system 36, steering gear 38, propeller 34, AV (Autonomous Vehicle) sensor 46, occupancy sensor 48, transceiver 50, powertrain thermometer 52, traction accessory 54, and other components.

[0051] The AV sensor 46 can provide data about 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 sensor 46 can detect the position and / or orientation of the vehicle 30. For example, the AV sensor 46 may include a Global Positioning System (GPS) sensor; an accelerometer such as a piezoelectric or microelectromechanical system (MEMS); a gyroscope such as a rate, ring laser, or fiber optic gyroscope; an inertial measurement unit (IMU); and a magnetometer. The AV sensor 46 can detect phenomena outside the external world, i.e., outside the vehicle 30. For example, the sensor may include a radar sensor, a scanning laser rangefinder, a light detection and ranging (LIDAR) device, and an image processing sensor such as a camera.

[0052] The AV sensor 46 may include an external thermometer 56 for measuring the ambient temperature (i.e., the temperature of the surrounding air in 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 positioned at any location where it can reach thermal equilibrium with the external environment.

[0053] Occupancy sensor 48 is configured to detect occupancy of seat 42. Occupancy sensor 48 may be a visible light or infrared camera pointing at seat 42, a weight sensor inside seat 42, a sensor for detecting whether the seat belt of seat 42 is fastened or unfastened, a human-machine interface (HMI) that allows occupant input, or other suitable sensor.

[0054] Transceiver 50 is adapted to wirelessly transmit signals via any suitable wireless communication protocol, such as Bluetooth, WiFi, IEEE 802.11a / b / g, other RF (radio frequency) communications, etc. Transceiver 50 can be used to communicate with a remote server (i.e., a server different from and spaced apart from vehicle 30). The remote server can be located outside vehicle 30. For example, the remote server can be associated with other vehicles (e.g., V2V communication), infrastructure components (e.g., V2I communication), emergency responders, mobile devices associated with the owner of vehicle 30, etc. Transceiver 50 can be a single device or may include separate transmitters and receivers.

[0055] Steering gear 38 is typically a known vehicle steering subsystem and controls the turning of the wheels of vehicle 30. 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. Steering gear 38 may include an electronic control unit (ECU), etc., that communicates with and receives input from a computer 32 and / or a human driver. The human driver can control steering gear 38 via, for example, a steering wheel.

[0056] Continue to refer to Figure 2 The braking system 36 is typically a known vehicle braking subsystem and resists the movement of the vehicle 30 to slow and / or stop the vehicle 30. The braking system 36 may include friction brakes, such as disc brakes, drum brakes, band brakes, etc.; regenerative brakes; any other suitable type of brake; or combinations thereof. The braking system 36 may include an electronic brake control unit (BCU), etc., that communicates with and receives input from a computer 32 and / or a human driver. The human driver may control the braking system 36 via, for example, the brake pedal.

[0057] refer to Figure 1 and Figure 2 The propeller 34 of vehicle 30 generates energy and converts that energy into motion of 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, the transmission 62 transmitting rotational motion to the wheels; it may be electric and include a battery, an electric motor, and the transmission 62 transmitting rotational motion to the wheels; it may be hybrid, including an internal combustion engine and electrical components; or it may be any other type of propeller. The propeller 34 may include an electronic control unit (ECU), etc., that communicates with and receives input from a computer 32 and / or a human driver. The engine 60, transmission 62, etc., may communicate directly with the computer 32 or via the ECU. The human driver may control the propeller 34 via, for example, an accelerator pedal and / or a gear lever.

[0058] Engine 60 can be an internal combustion engine, an electric motor, or both. In an internal combustion or hybrid engine, engine 60 includes multiple cylinders 64. Cylinders 64 operate as combustion chambers, where the chemical reaction of fuel is converted into kinetic energy of pistons (not shown) in cylinders 64. The pistons of cylinders 64 are connected to a transmission 62 such that linear movement of the pistons drives rotational movement of the transmission 62. The pistons can be connected directly or indirectly (e.g., via a torque converter 66). Cylinders 64 of engine 60 are fired in a predefined sequence.

[0059] Engine 60 has an engine speed. Engine speed is measured as the rate of rotation of the output shaft (not shown) connected to transmission 62, for example, revolutions per minute (rpm). The piston stroke drives the shaft. Changing the piston ignition rate changes the engine speed.

[0060] Engine 60 can power vehicle 30 using all cylinders 64, or it can use a group of fewer than all cylinders 64. For example, if engine 60 has six cylinders 64, then all six cylinders 64 can be fired sequentially, four cylinders 64 can be fired sequentially, three cylinders 64 can be fired sequentially, or some other number of cylinders 64 can be fired sequentially. The number of cylinders 64 fired, if any, affects the noise, vibration, and harshness (NVH) experienced by the occupants of vehicle 30. For example, depending on the configuration of engine 60, firing fewer than all cylinders 64 increases occupant NVH compared to firing all cylinders 64, and firing an odd number of cylinders 64 increases occupant NVH compared to firing an even number of cylinders 64.

[0061] Continue to refer to Figure 1 and Figure 2 The transmission 62 is connected to the output shaft of the engine 60, i.e., directly or indirectly drivably connected to the engine 60. The transmission 62 transmits power generated by the engine 60 to drive shafts connected to 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 automatic transmissions with a defined set of gear ratios (called gears), or continuously variable transmissions (CVTs). At higher gear ratios or lower gears, the transmission 62 transmits more torque to the drive shaft at higher engine speeds, and at lower gear ratios or higher gears, for a given drive shaft speed, the transmission 62 receives torque from the engine 60 at slower engine speeds and transmits less torque to the drive shaft.

[0062] The transmission 62 can shift gears between positions. As is known, the transmission 62 includes a plurality of physical gears meshing 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 position (e.g., from first gear to second gear). For the purposes of this disclosure, transmission shift time refers to the time from when the transmission 62 begins to disengage from one gear (e.g., the first gear) to when the transmission 62 completes engagement with another gear (e.g., the second gear). Increasing the pressure of the hydraulic system reduces the transmission shift time, i.e., reduces the shift time of the transmission 62, and increases NVH (noise, vibration, and harshness).

[0063] A shift schedule determines the gear ratios of transmission 62 as a function of vehicle speed and accelerator pedal (not shown) position. For automatic transmissions, the shift schedule indicates the conditions under which 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 downshift. The pedal is an input device (e.g., a floor pedal) through which the occupant indicates a desired change in vehicle acceleration or speed. For the purposes of this disclosure, overload operation means that transmission 62 delivers the required torque at a lower engine speed and / or a higher gear than typically indicated by the shift schedule. Overload operation can result in increased NVH, such as increased vibration experienced by the occupant.

[0064] refer to Figure 2 One or more powertrain thermometers 52 are attached to the powertrain 58 to monitor whether the powertrain 58 is operating at a safe temperature. The powertrain thermometer 52 can be of any suitable type, such as magnetic, bimetallic strip, etc. The powertrain thermometer 52 can be positioned anywhere the temperature reading relates to the operability of the powertrain 58. For example, the powertrain thermometer 52 can be positioned such that coolant exiting the cylinder head or upper radiator hose (not shown) flows through the powertrain thermometer 52.

[0065] refer to Figure 1 and Figure 2 Vehicle 30 may include a towing attachment 54 for attaching a trailer to vehicle 30. Towing attachment 54 provides a structure for releasably attaching the trailer. Towing attachment 54 is operable to attach to and release from the trailer. Alternatively, towing attachment 54 may be located on the trailer and communicate with computer 32 via transceiver 50 through a wired or wireless connection. Towing attachment 54 on the trailer is operable to attach to and release from the structure of vehicle 30. Alternatively, towing attachment 54 may be manually operated by an occupant of vehicle 30.

[0066] Figure 3 This is a process flow diagram illustrating an exemplary process 300 for controlling the output of the powertrain system 58. The memory of the computer 32 stores programs for executing the steps of process 300.

[0067] Process 300 begins in box 305, where computer 32 receives the ambient temperature. External thermometer 56 detects the ambient temperature and transmits the signal to computer 32 via communication network 44.

[0068] Next, in box 310, computer 32 determines a first temperature threshold and a second temperature threshold. (The adjectives “first” and “second” are used as identifiers herein 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, such as T1 = a1 × T amb +b1 and T2 = a2 × T amb +b2, where T1 is the first temperature threshold; T2 is the second temperature threshold; T amb The ambient temperature is a constant; and a1, b1, a2, and b2 are constants. The constants a1, b1, a2, and b2 can be determined experimentally, where the engine operates in a high ambient temperature environment to determine the fault conditions. Alternatively, the temperature threshold values ​​can be stored in a lookup table with corresponding ambient temperature values. For each value of the ambient temperature, the temperature threshold can be determined experimentally, where the engine operates in a high ambient temperature environment to determine the fault conditions. The second temperature threshold is greater than the first temperature threshold; more specifically, if the temperature thresholds are based on the ambient temperature, then for each value of the ambient temperature, the second temperature threshold is greater than the first temperature threshold.

[0069] Next, in box 315, computer 32 receives the temperature of powertrain 58. Powertrain thermometer 52 detects the powertrain temperature and sends the signal to computer 32 via communication network 44.

[0070] Next, in decision box 320, computer 32 determines whether it has received data indicating a critical condition for powertrain 58. A critical condition could be that the temperature of powertrain 58 exceeds a first temperature threshold; in other words, powertrain 58 is overheating. If the temperature of powertrain 58 does not exceed the first temperature threshold, process 300 returns to box 315; that is, computer 32 continues to monitor the temperature of powertrain 58.

[0071] If the temperature of the powertrain 58 exceeds a first temperature threshold, then 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, process 300 proceeds to block 335.

[0072] If the temperature of the powertrain 58 does not exceed the second temperature threshold, then, in block 330, the computer 32 limits the power supplied by the powertrain 58 to a first power limit. The first power limit may be a preset power value, measured in units of energy per second (e.g., horsepower, watts, etc.). Alternatively, the first power limit may be a fraction less than one of the power requirements of the powertrain 58, such as 90%. The first power limit can be determined experimentally, for example, by experimentally determining the power level at which the powertrain 58, typically operating at temperatures between the first and second temperature thresholds, is allowed to continue.

[0073] If the temperature of the powertrain 58 exceeds a second temperature threshold, then in block 335, the computer 32 limits the power supplied by the powertrain 58 to a second power limit. The second power limit may be a preset power value lower than a preset value of the first power limit. Alternatively, the second power limit may be a fraction less than one of the power requirements of the powertrain 58, which is less than a fraction of the first power limit, such as 75%. The second power limit may be determined experimentally, for example, by experimentally determining the power level at which the powertrain 58, which typically allows operation at temperatures above the second temperature threshold, is permitted.

[0074] Following box 330 or 335, in box 340, computer 32 receives an acceleration request. For the purposes of this disclosure, an "acceleration request" refers to an instruction for the thruster 34 regarding the level of acceleration, the instruction including an acceleration value or implicitly requesting acceleration, such as by requesting an increased speed value. Acceleration requests can be generated based on driving conditions such as the surrounding environment, other vehicles and objects, road rules, etc., through, for example, an autonomous driving algorithm (as known).

[0075] Next, in decision box 345, computer 32 determines whether the acceleration demand exceeds an acceleration threshold. The acceleration threshold can be a value stored in the memory of computer 32. An acceleration threshold can be determined to correspond to driving events requiring higher acceleration, such as a vehicle entering a highway entrance ramp, completing the passage of another vehicle, or avoiding an oncoming vehicle. If the acceleration demand does not exceed the acceleration threshold, process 300 proceeds to box 355.

[0076] If the acceleration demand exceeds the acceleration threshold, then in decision block 350, computer 32 determines whether the acceleration demand exceeds an energy limit. For the purposes of this disclosure, the energy limit is the total amount of energy above a first or second power limit that the powertrain 58 is allowed to supply. The energy limit may be a value stored in the memory of computer 32, for example, a measurement in units of energy (e.g., joules). The energy limit can be determined experimentally, for example, by experimentally determining the total energy above a power limit that the powertrain 58 can typically provide while continuing operation without impairing the lifespan of the powertrain 58. If the acceleration demand will exceed the energy limit, process 300 proceeds to block 360.

[0077] If the acceleration demand does not exceed the acceleration threshold, then after decision box 345, or if the acceleration demand will not exceed the energy limit, then after decision box 350, in box 355, the computer 32 provides power from the powertrain 58, even if the power exceeds the first or second power limit (as shown in box 330 or box 335). After box 355, process 300 returns to box 315.

[0078] If the acceleration demand will exceed the energy limit, then after decision block 350, in block 360, computer 32 limits the power provided by powertrain 58 above the first or second power limit to the energy limit. If the energy limit has already been exceeded, computer 32 limits the power provided by powertrain 58 to the first or second power limit. If the acceleration demand will exceed the energy limit, computer 32 allows powertrain 58 to provide power above the first or second power limit until the energy limit is reached, but then limits the power provided by powertrain 58 to the first or second power limit. After block 360, process 300 returns to block 315.

[0079] Figure 4 This is a process flow diagram illustrating an exemplary process 400 for route planning based on powertrain conditions. The memory of computer 32 stores programs for executing the steps of process 400. In process 400, vehicle 30 is the first vehicle 30 in a queue, which includes one or more second vehicles 90. (“first” and “second” do not necessarily refer to the arrangement within the queue.) A “queue” is a group of vehicles 30, 90 that move together in a coordinated manner (e.g., regarding speed, direction of travel, etc.). Vehicles 30, 90 can communicate with each other via transceiver 50 (e.g., ...). Figure 2(As shown), and can form a wireless ad hoc network using the Dedicated Short Range Communication (DSRC) standard and protocol. Vehicles 30 and 90 can send messages about upcoming obstacles, traffic signals, etc.; anticipated actions; and so on. Vehicles 30 and 90 in the queue can coordinate maneuvers such as braking on the ad hoc network. Communication and coordination of maneuvers such as braking allow vehicles 30 and 90 to move more closely together than vehicles not in the queue.

[0080] Process 400 begins in box 405, where computer 32 receives a request for a route to a destination. This request can be received via, for example, user input.

[0081] Next, in box 410, computer 32 plans the first route to the destination. As is known, computer 32 can use route planning algorithms such as Dijkstra's algorithm, A*, D*, etc., to generate the first route. This algorithm can minimize travel time, travel distance, etc.

[0082] Next, in box 415, computer 32 receives the ambient temperature. External thermometer 56 detects the ambient temperature and sends the signal to computer 32 via communication network 44.

[0083] Next, in box 420, computer 32 determines a temperature threshold. The temperature threshold can be a preset value, and computer 32 can look it up in its memory. Alternatively, the temperature threshold can be based on the ambient temperature. For example, the temperature threshold can be an increasing function of the ambient temperature, such as T = a × T. amb +b, where T is the temperature threshold; T amb Here, a is the ambient temperature; and a and b are constants. Constants a and b can be determined experimentally, where the engine is operated in a high ambient temperature environment to determine fault conditions. Alternatively, the value of a temperature threshold can be stored in a lookup table with corresponding ambient temperature values. For each value of the ambient temperature, the value of the temperature threshold can be determined experimentally, where the engine is operated in a high ambient temperature environment to determine fault conditions.

[0084] Next, in box 425, computer 32 receives the temperature of powertrain 58. Powertrain thermometer 52 detects the powertrain temperature and sends the signal to computer 32 via communication network 44.

[0085] Next, in decision box 430, computer 32 determines whether it has received data indicating a critical condition for powertrain 58. A critical condition could be that the temperature of powertrain 58 exceeds a temperature threshold; in other words, powertrain 58 is overheating. If the temperature of powertrain 58 does not exceed the temperature threshold, process 400 returns to box 425; that is, computer 32 continues to monitor the temperature of powertrain 58.

[0086] If the temperature of the powertrain 58 exceeds a temperature threshold, then, in box 435, the computer 32 instructs the first vehicle 30 to pull over. For example, the computer 32 may use an autonomous driving algorithm to instruct the thrusters 34, steering gear 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, and to slow down and stop the first vehicle 30.

[0087] Next, in box 440, computer 32 receives map data and traffic data. Map data is typically standard map data provided in vehicle navigation systems and usually includes data on road location and length, local traffic rules for the road, terrain data, etc. Computer 32 may receive map data via transceiver 50 or by viewing map data in memory. Traffic data may include information for a specific 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.

[0088] Next, in box 445, computer 32 generates multiple possible routes from the current position of the first vehicle 30 to the destination. Computer 32 may generate possible routes using route planning algorithms such as Dijkstra's algorithm, A*, D*, etc., as is known.

[0089] Next, in box 450, computer 32 calculates the usage metric of powertrain 58 for possible routes based on map data and traffic data. For the purposes of this disclosure, "usage metric" is a value representing how powertrain 58 will operate as it traverses a route. The usage metric can be a total value of 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, "predicted energy consumption" is the amount of energy that computer 32 estimates powertrain 58 will consume for the first vehicle 30 to traverse the route. Predicted energy consumption is measured in units of energy, such as joules. Computer 32 can calculate predicted energy consumption by estimating the acceleration that the first vehicle 30 might 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 sections of possible routes, etc. For example, computer 32 can use the following formula:

[0090]

[0091] Where l is the speed limit, I l E is the number of intersections on the route where the first vehicle 30 will stop before its section with speed limit l. acc→lIt is the amount of energy that accelerates to speed l, D l E is the distance of a route with a speed limit of l. l It is the energy used to maintain speed l per unit distance, i is the exponent per mile (or other distance segment) along the route, N is the total number of miles on the route (or other distance segment), and g is the energy used to maintain speed l per unit distance. i It is the slope (i.e., steepness, measured in angular units such as degrees) at a distance of mile i, and E grad It is the extra energy required to climb a section of road with a certain slope compared to the energy required to travel that same distance on flat ground. (Term E) acc→l E l and E grad This can be based on experimental data collected while driving the first vehicle 30. For example, for the purposes of this disclosure, "average power consumption" is the average power that the powertrain 58 will generate on the route, as estimated by computer 32. Average power consumption can be calculated, for example, by dividing energy consumption by the estimated travel time of the route. Alternatively, average power consumption can be calculated as, for example, the average or root mean square of expected power consumption at evenly spaced points along the route. For example, for the purposes of this disclosure, "average heat generation rate" is the heat generated per unit distance or time by the powertrain 58 along the route, as estimated by computer 32. Average heat generation 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 example, for the purposes of this disclosure, "peak power consumption" is the maximum power that the powertrain 58 will generate while traversing the route, as estimated by computer 32. The memory of computer 32 can store power consumption scores for different driving scenarios, and computer 32 can calculate peak power consumption by determining which driving scenario occurring along the route has the highest score. As is known, computer 32 can calculate the utilization metric of possible routes in the process of using route planning algorithms such as Dijkstra's algorithm, A*, D*, etc. Specifically, the utilization metric can be a metric optimized by the route planning algorithm, or a component of a metric optimized by the route planning algorithm.

[0092] Next, in box 455, computer 32 selects a second route from the possible routes that has the lowest utilization metric (or a metric optimization value that includes the utilization metric), and modifies the first route to be the second route. Therefore, the utilization metric of the second route is lower than that of the first route.

[0093] Next, in decision box 458, computer 32 determines whether the first vehicle 30 is proceeding as a member of the queue. The membership status in the queue can be stored in the memory of computer 32. If the first vehicle 30 is not a member of the queue, process 400 proceeds to box 475.

[0094] If the first vehicle 30 is a member of the queue, then in decision box 460, computer 32 determines whether the first vehicle 30 is towing a trailer. For example, computer 32 may determine whether towing attachment 54 is attached. If the first vehicle 30 is not towing a trailer, process 400 proceeds to box 470.

[0095] If the first vehicle 30 tows the trailer, then next, in box 465, computer 32 instructs towing attachment 54 to detach the trailer. Alternatively, a message can be sent to the occupants to detach the trailer.

[0096] Next, or after decision box 460, if the first vehicle 30 is not towing a trailer, then in box 470, computer 32 sends a request via transceiver 50 to one of the second vehicles 90 following the second route. If the first vehicle 30 is towing a trailer, computer 32 may also send a request for the second vehicle 90 to tow the trailer. The first vehicle 30 may be moved such that the second vehicle 90 has space to attach the trailer; for example, the first vehicle 30 may be driven forward a preset distance. The preset distance may be stored in the memory of computer 32. The preset distance may be selected based on providing sufficient space for the second vehicle 90 to park parallel to the first vehicle 30 and the trailer.

[0097] Next, or after decision box 458, if the first vehicle 30 is not in the queue, then in box 475, computer 32 instructs the first vehicle 30 to begin following the second route. For example, computer 32 can use an autonomous driving algorithm to instruct the thrusters 34, steering gear 38, and braking system 36 to drive the first vehicle 30 along the second route. In doing so, computer 32 can also implement process 300 described above and / or process 500 described below.

[0098] Next, in box 480, while following the second route, computer 32 receives the number of vehicles following first vehicle 30. The number of following vehicles may exclude second vehicle 90 that is in the queue with first vehicle 30; in other words, the number of following vehicles may include only vehicles unrelated to that queue. Computer 32 may receive data from AV sensor 46 and use known image analysis and / or other object recognition techniques to interpret the data to determine the number of following vehicles.

[0099] Next, in decision box 485, computer 32 determines whether the number of following vehicles exceeds a following vehicle threshold (e.g., three). The following vehicle threshold can be determined by user input or can be a preset value. The preset value of the following vehicle threshold can be based on surveyed customer preferences. If the number of following vehicles does not exceed the following vehicle threshold, process 400 proceeds to decision box 490.

[0100] If the number of following vehicles exceeds a following vehicle threshold, then next, in box 490, computer 32 instructs first vehicle 30 to pull over and stop until the following vehicles have passed first vehicle 30. For example, computer 32 can use an autonomous driving algorithm to instruct thrusters 34, steering gear 38, and braking system 36 to move first vehicle 30 to the shoulder or side of the road on which first vehicle 30 is traveling, slow down and stop first vehicle 30, wait until the following vehicles have passed, and then accelerate first vehicle 30 back onto the road.

[0101] After decision box 485, if the number of following vehicles does not exceed the following vehicle threshold, or after box 490, computer 32 determines whether the first vehicle 30 has reached its destination. Computer 32 can use, for example, GPS data from AV sensor 46 to compare the position of the first vehicle 30 with the location of the destination. If the first vehicle 30 is not at the destination, process 400 returns to box 475 to continue following the second route. If the first vehicle 30 is at the destination, process 400 ends.

[0102] Figure 5 This is a process flow diagram illustrating an exemplary process 500 for route planning based on powertrain conditions. The memory of computer 32 stores programs for executing the steps of process 500.

[0103] Process 500 begins in box 505, where computer 32 receives sensor data from occupancy sensor 48. Sensor data may be an image from a camera pointing at seat 42, a weight value from a weight sensor in seat 42, a binary signal from a sensor used to detect whether the seat belt of seat 42 is fastened or unfastened, etc.

[0104] Next, in box 510, computer 32 determines the occupancy status of vehicle 30 based on sensor data. For the purposes of this disclosure, "occupancy status" is a classification based on the presence, location, number, etc., of occupants in passenger compartment 40. For example, occupancy status can be one of occupied status (i.e., at least one occupant is in passenger compartment 40) and unoccupied status (i.e., no occupant is in passenger compartment 40). Computer 32 uses sensor data to determine occupancy status. For example, computer 32 may have an object recognition algorithm to identify an occupant on one of seats 42 based on images from a camera, for example, by comparing the image with a baseline image. As another example, computer 32 may receive a weight above a weight threshold from at least one weight sensor in one of seats 42. The weight threshold may be chosen to be sufficiently low, for example, 99% of the possible occupant group is heavier than it. As yet another example, a binary signal from a sensor in at least one seatbelt buckle indicates that the buckle is fastened.

[0105] Next, in box 515, computer 32 receives the ambient temperature. External thermometer 56 detects the ambient temperature and sends the signal to computer 32 via communication network 44.

[0106] Next, in box 520, computer 32 determines the temperature threshold, as described above in box 420 regarding process 400.

[0107] Next, in box 525, computer 32 receives the temperature of powertrain 58. Powertrain thermometer 52 detects the powertrain temperature and sends the signal to computer 32 via communication network 44.

[0108] Next, in decision box 530, computer 32 determines whether it has received data indicating a critical condition for powertrain 58. A critical condition could be that the temperature of powertrain 58 exceeds a temperature threshold; in other words, powertrain 58 is overheating. If the temperature of powertrain 58 does not exceed the temperature threshold, process 500 returns to box 525; that is, computer 32 continues to monitor the temperature of powertrain 58.

[0109] Next, in box 535, computer 32 determines the occupancy status. The occupancy status determined in box 510 can be stored in the memory of computer 32. If the occupancy status is an unoccupied status, process 500 proceeds to box 545.

[0110] If the occupancy state is occupied, then next, in box 540, computer 32 adjusts one or more parameters of powertrain 58. Parameters are values ​​that control the operation of the powertrain and typically include engine speed, cylinder deactivation, transmission shift times, and shift thresholds for shift patterns. For example, computer 32 can increase engine speed. In the event of a coolant leak, a higher engine speed allows engine 60 to pump more air as a substitute for coolant. Engine speed varies during vehicle 30 operation, but for any torque value required by the engine, the engine speed is increased beyond the default value. As another example, computer 32 can increase cylinder deactivation, i.e., igniting fewer cylinders 64 in the ignition sequence, such as four cylinders 64 instead of six. Yet another example, computer 32 can reduce transmission shift times. Computer 32 can, for example, increase pressure in the hydraulic system to facilitate shifting. The shift time can be reduced, for example, from 0.5 seconds to 0.3 seconds. As another example, computer 32 can adjust the shift threshold of the shift pattern to increase overload lugging capacity, i.e., reduce engine speed or upshift for a given required torque. For a given acceleration demand, the shift threshold can be a function of the vehicle 30's speed and whether the shift is upshift or downshift. After box 540, process 500 ends.

[0111] If the occupied state is an unoccupied state, then in block 545, computer 32 adjusts one or more parameters of powertrain 58 to more extreme values ​​than in the occupied state, i.e., more extreme than in block 540. More extreme values ​​can increase NVH in passenger compartment 40, but passenger compartment 40 does not contain occupants who will experience the increased NVH. For example, computer 32 can increase engine speed more for the unoccupied state than for the occupied state. As another example, computer 32 can increase cylinder deactivation more for the unoccupied state than for the occupied state, e.g., three cylinders 64 instead of six cylinders 64. As another example, computer 32 can reduce transmission shift time more for the unoccupied state than for the occupied state, e.g., from 0.5 seconds to 0.2 seconds, which can reduce frictional heat generated during shifts and result in greater NVH torque disturbances. As another example, computer 32 can adjust the shift threshold of the shift pattern more for the unoccupied state than for the occupied state to increase overload operating capability. After block 545, process 500 ends.

[0112] Typically, the described computing system and / or device can employ any of a variety of computer operating systems, including but not limited to various versions and / or variants of Ford. Applications, AppLink / Smart DeviceLink middleware, Microsoft Operating system, Microsoft Operating systems, Unix operating systems (such as those distributed by Oracle Corporation on Redwood Coast, California). Operating systems include AIX UNIX (published by Armonk International Business Machines, Inc., New York), Linux, Mac OSX and iOS (published by Apple Inc., Cupertino, California), BlackBerry OS (published by BlackBerry Ltd., Waterloo, Canada), Android (developed by Google and the Open Handset Alliance), and infotainment systems provided by QNX software. CAR platform. Examples of computing devices include, but are not limited to, in-vehicle computers, computer workstations, servers, desktop computers, laptops, handheld computers, or some other computing systems and / or devices.

[0113] Computing devices typically include computer-executable instructions, which can be executed by one or more computing devices of the types described above. These computer-executable instructions can be compiled or interpreted by computer programs created using various programming languages ​​and / or technologies, including, but not limited to, Java, alone or in combination. TMApplications include C, C++, Matlab, Simulink, Stateflow, Visual Basic, JavaScript, Perl, and HTML. Some of these applications can be compiled and executed on virtual machines, such as the Java Virtual Machine and the Dalvik Virtual Machine. Typically, a processor (e.g., a microprocessor) receives instructions from memory, computer-readable media, etc., and executes those instructions to complete one or more processes, including those described herein. Such instructions or other data can be stored and transferred using various computer-readable media. Files in computing devices are typically collections of data stored on computer-readable media, such as storage media, random access memory, etc.

[0114] Computer-readable media (also simply processor-readable media) include any non-transitory (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 many forms, including, but not limited to, non-volatile and volatile media. Non-volatile media can include, for example, optical discs 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 containing a system bus coupled to the processor of the ECU. Conventional forms of computer-readable media include, for example, floppy disks, flexible disks, hard disks, magnetic tape, any other magnetic media, CD-ROMs, DVDs, any other optical media, punched cards, paper tape, any other physical media with a perforated pattern, 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 cartridge, or any other computer-readable medium.

[0115] Databases, data repositories, or other data storage disclosed herein can include various mechanisms for storing, accessing, and retrieving a variety of data, including hierarchical databases, filegroups in a file system, application databases with proprietary format applications, relational database management systems (RDBMS), etc. Each such database store is typically contained within a computing device employing a computer operating system, such as one of the aforementioned, and is accessed via a network in any one or more ways. File systems can be accessed from the computer operating system and include files stored in various formats. In addition to the languages ​​used to create, store, edit, and execute stored programs, RDBMS typically employs a Structured Query Language (SQL), such as the PL / SQL language described above.

[0116] In some examples, system elements are computer-readable instructions (e.g., software) implemented on one or more computing devices (e.g., servers, personal computers, etc.), stored on a computer-readable medium associated with them (e.g., disks, memory, etc.). A computer program product may include such instructions stored on a computer-readable medium for performing the functions described above.

[0117] In the accompanying drawings, the same reference numerals denote the same elements. Furthermore, 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 performed using steps described in an order other than that described herein. It should be further understood that certain steps may be performed simultaneously, other steps may be added, or certain 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 construed in any way as limiting the claimed invention.

[0118] Accordingly, it should be understood that the above description is illustrative and not limiting. Many embodiments and applications will be apparent from reading the above description, in addition to the examples provided. The scope of the invention should be determined by reference to the appended claims and the full scope of their equivalents, not by reference to the above description. It is anticipated that the techniques discussed herein will be further developed, and the disclosed systems and methods can be incorporated into such further embodiments. In conclusion, it should be understood that the invention is capable of modifications and variations.

[0119] All terms used in the claims are intended to be interpreted in the broadest and most reasonable way and should be understood by one of ordinary skill in the art as meaning them most commonly, unless expressly indicated otherwise herein. In particular, the use of the singular articles “a,” “the,” “the,” etc., should be understood to refer to one or more of the shown elements, unless expressly limited to this. The use of “in response to” and “once determined” indicates a causal relationship, not merely a temporal one.

[0120] This disclosure has been described in an illustrative manner, and it should be understood that the terminology used is intended to be descriptive rather than restrictive. In view of the foregoing teachings, many modifications and variations of this disclosure are possible, and this disclosure may be implemented in ways other than those specifically described.

Claims

1. A powertrain system management method, comprising: In response to data indicating critical conditions of the powertrain, the power supplied by the powertrain will be limited to a power limit. as well as When the data indicates the critical condition of the powertrain, in response to an acceleration demand exceeding an acceleration threshold, power exceeding the power limit is provided from the powertrain.

2. The method of claim 1, further comprising limiting the power provided by the powertrain above the power limit to an energy limit.

3. The method of claim 1, wherein the power limit is a fraction less than one of the power required by the power transmission system.

4. The method according to claim 1, wherein the power limit is a preset power value.

5. The method according to claim 1, wherein the critical condition is that the temperature of the power transmission system exceeds a temperature threshold.

6. The method of claim 5, wherein the power limit is a fraction less than one of the power required by the power transmission system.

7. The method of claim 6, wherein the temperature threshold is a first temperature threshold, and the method further comprises limiting the power provided by the powertrain to a preset power value in response to data indicating that the temperature of the powertrain exceeds a second temperature threshold.

8. The method of claim 7, wherein the second temperature threshold is greater than the first temperature threshold.

9. The method of claim 6, wherein the fraction is a first fraction and the temperature threshold is a first temperature threshold, and the method further comprises, in response to data indicating that the temperature of the powertrain exceeds a second temperature threshold, limiting the power provided by the powertrain to a second fraction of the power required by the powertrain, wherein the second fraction is less than the first fraction and the second temperature threshold is greater than the first temperature threshold.

10. The method of claim 5, further comprising determining the temperature threshold based on ambient temperature.

11. A computer programmed to perform the method of any one of claims 1-10.

12. A vehicle comprising the computer and powertrain system as described in claim 11.

13. A powertrain system management system, comprising a computer, said computer being programmed to: In response to data indicating critical conditions of the powertrain, the power supplied by the powertrain is limited to a power limit; and When the data indicates the critical condition of the powertrain, in response to an acceleration demand exceeding an acceleration threshold, power exceeding the power limit is provided from the powertrain.

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