System and method for controlling a propulsion system inverter

Abstract

A method of controlling a propulsion system inverter includes identifying at least one route characteristic of a portion of a route being traversed by a vehicle. The method further includes receiving at least one inverter characteristic. The method further includes generating a target thermal profile of the propulsion system inverter corresponding to thermal fatigue associated with the at least one thermal characteristic. The method further includes generating a signal based on the target thermal profile of the propulsion system inverter to selectively instruct an adjustment to at least one of a vehicle speed control input, a torque demand corresponding to the vehicle speed control input, and the portion of the route to improve inverter life.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to vehicle propulsion control, and in particular to systems and methods for improving operational life of a propulsion system inverter. BACKGROUND

[0002] A vehicle, such as an automobile, truck, sport utility vehicle, cross-over, minivan, or other suitable vehicle, can include various automatic vehicle propulsion control systems, such as cruise control, adaptive cruise control, and the like. Generally, such systems receive an input from a driver indicative of a desired vehicle speed. The automatic vehicle propulsion control system typically interacts with various vehicle components, such as a throttle, braking system, propulsion system inverter, and the like, to achieve the desired speed.

[0003] Existing propulsion system inverters control the response to a driver-desired torque command based on driver input, such as an accelerator pedal or similar device, to convey the driver's intent. In some cases, a cruise control or adaptive cruise control or other similar system provides an alternative to the driver-desired propulsion system torque. The vehicle propulsion controller then responds to the desired torque and delivers the desired torque to produce the vehicle speed that the driver is desiring. This vehicle propulsion control scheme is applicable to hybrid and electric vehicles, as well as internal combustion engine vehicles. However, the desired torque level commanded by the vehicle propulsion controller does not typically take into account the thermal state of the propulsion inverter. SUMMARY

[0004] The present disclosure relates generally to vehicle propulsion control systems and methods.

[0005] One aspect of the disclosed embodiments includes a method of controlling a propulsion system inverter. The method includes identifying at least one route characteristic of a portion of a route being traversed by a vehicle. The method further includes receiving at least one inverter characteristic. The method further includes generating a target thermal profile of the propulsion system inverter corresponding to thermal fatigue associated with the at least one thermal characteristic. The method further includes generating a signal to selectively instruct an adjustment to at least one of a vehicle speed control input, a torque demand corresponding to the vehicle speed control input, and the portion of the route based on the target thermal profile of the propulsion system inverter.

[0006] Another aspect of the disclosed embodiments includes an apparatus for controlling a propulsion system inverter of a vehicle. The apparatus includes a memory and a processor. The memory includes instructions executable by the processor to: identify at least one route characteristic of a portion of a route being traversed by the vehicle; receive at least one inverter characteristic; generate a target thermal profile of the propulsion system inverter corresponding to a thermal fatigue associated with the at least one inverter characteristic; and generate a signal to selectively instruct an adjustment to at least one of a vehicle speed control input, a torque demand corresponding to the vehicle speed control input, and the portion of the route based on the target thermal profile of the propulsion system inverter.

[0007] Another aspect of the disclosed embodiments includes a non-transitory computer- readable storage medium including executable instructions that, when executed by a processor, facilitate performance of operations comprising: identifying at least one route characteristic of a portion of a route being traversed by the vehicle; receiving at least one inverter characteristic; generating a target thermal profile of the propulsion system inverter corresponding to a thermal fatigue associated with the at least one inverter characteristic; and generating a signal to selectively instruct an adjustment to at least one of a vehicle speed control input, a torque demand corresponding to the vehicle speed control input, and the portion of the route based on the target thermal profile of the propulsion system inverter.

[0008] These and other aspects of the present disclosure are provided in the detailed description of the embodiments below, in the appended claims, and in the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0009] The present disclosure is best understood from the following detailed description when read in conjunction with the accompanying drawings. It is emphasized that, according to common practice, the various features are not necessarily drawn to scale. On the contrary, the dimensions of the various features are arbitrarily expanded or reduced for clarity.

[0010] Figure 1 A vehicle according to the principles of the present disclosure is generally shown.

[0011] Figure 2 A block diagram of a vehicle propulsion control system according to the principles of the present disclosure is generally shown.

[0012] Figure 3 A flowchart of a method of controlling a propulsion system inverter according to the principles of the present disclosure is generally shown.

[0013] Figure 4 A flowchart of an alternative method of controlling a propulsion system inverter according to the principles of the present disclosure is generally shown.

[0014] Figure 5is a flowchart generally showing an alternative method of controlling a propulsion system inverter according to the principles of the present disclosure.

[0015] Figure 6 is a flowchart generally showing an alternative method of controlling a propulsion system inverter according to the principles of the present disclosure. DETAILED DESCRIPTION

[0016] The following discussion relates to various embodiments of the application. While one or more of these embodiments can be preferred, the disclosed embodiments should not be construed as limiting the scope of the present disclosure including the claims. Further, those skilled in the art will appreciate that the following discussion has wide applicability and that the discussion of any embodiment is meant only to be exemplary of that embodiment and is not intended to suggest that the scope of the present disclosure including the claims is limited to that embodiment.

[0017] As described, vehicles such as cars, trucks, sport utility vehicles, crossover vehicles, minivans, or other suitable vehicles can include various automated vehicle propulsion control systems that can provide a certain level of automation to the vehicle. For example, the vehicle can include a cruise control, an adaptive cruise control, an automatic braking, a fully autonomous vehicle control system, or any suitable vehicle propulsion system, or combinations thereof. Generally, systems such as cruise control and adaptive cruise control receive input from the driver indicating a desired vehicle speed. In the case of a fully autonomous vehicle, the autonomous vehicle control system can determine the vehicle speed based on posted speed limits as well as various safety systems and protocols. The automated vehicle propulsion control system generally interacts with various vehicle components such as the throttle, braking system, and the like to achieve the desired speed.

[0018] While existing propulsion system inverters control the torque command desired by the driver based on driver input (e.g., accelerator pedal or similar device) to convey the driver's intent, the resulting torque level generally does not take into account the thermal state of the propulsion inverter. In some cases, cruise control or adaptive cruise control or other similar systems provide an alternative for the desired propulsion system torque by the driver. The vehicle propulsion controller then responds to the desired torque and delivers the desired torque to produce the vehicle speed that the driver is expecting. This vehicle propulsion control scheme applies to hybrid and electric vehicles as well as internal combustion engine vehicles.

[0019] Existing propulsion system inverter control is based on the following operation: a driver-desired torque command is made responsive to driver input via an accelerator pedal or similar device to convey driver intent. In some cases, cruise control or adaptive cruise control or other similar systems provide an alternative for driver-desired propulsion system torque. The vehicle propulsion controller then responds to this desired torque and delivers it to produce the vehicle speed that the driver is expecting. This control scheme applies to hybrid and electric vehicles, as well as internal combustion engine vehicles. The propulsion control system commands a desired motor torque level based on torque control and / or torque distribution algorithms and calibrations, which are affected by propulsion system limits, without regard to the thermal state of the propulsion system inverter.

[0020] The propulsion system inverter responds to such commands and delivers a desired current output level to produce the desired torque, which is affected by overload limits and other protection features. Transient driver-desired torque inputs result in corresponding transient torque inverter current outputs that are delivered through power electronics and their corresponding electrical connection features (solder, wire bonds, etc.). Power electronics are subject to resistive heating due to their fundamental electrical characteristics (I 2 R losses) that are coupled with current. This resistive heating creates differential thermal expansion within and between components and connection features, thus creating thermal stress and thermal fatigue. Inverter life is negatively affected by the number, rate, and severity of thermal stress cycles.

[0021] Filtering driver-desired torque to reduce inverter thermal transients can reduce vehicle response speed and result in poor driving performance. Propulsion system inverters, especially those for large and heavy duty vehicles, are expensive to replace, and their failure will cause inconvenience, warranty costs, and productivity loss for commercial vehicles. Commercial vehicles are also expected to run hundreds of thousands or millions of miles, which makes inverter life even more critical. Therefore, extending inverter life has a direct economic impact on vehicle owners.

[0022] However, the desired torque level commanded by the vehicle propulsion controller is typically not considered in relation to the thermal state of the propulsion inverter. Therefore, there is a continuing interest in considering the thermal state of the propulsion system inverter for vehicle propulsion controller commands to improve operating life and operating costs associated with the propulsion system inverter.

[0023] In some embodiments, the systems and methods described herein can be configured to utilize autonomous driving optimization techniques that include inverter lifetime in the optimization objectives. For example, the systems and methods described herein can be configured to generate an "inverter lifetime damage cost" as a cost constituent in a vehicle drive cycle optimization algorithm, such that the "cost to go" function includes energy cost and time cost and also includes inverter damage cost for a particular route segment drive alternative.

[0024] In some embodiments, the systems and methods described herein can be configured to determine inverter damage cost based on a level and rate of change of inverter output current (e.g., derived from motor torque) to an adjacent route segment, and a resulting inverter component thermal state based on a thermal transfer model of inverter power devices and cooling structure. For example, the systems and methods described herein can be configured to use one or more simplified thermal transfer models that include thermal mass of various components, thermal input based on inverter current, and conduction and convection thermal transfer coefficients within the system.

[0025] In some embodiments, the systems and methods described herein can be configured to generate an optimal drive cycle and / or associated torque profile based on a minimum total cost (e.g., including inverter damage cost with appropriate weighting). In some embodiments, cost units can include generic or specific costs (such as currency, etc.). In some embodiments, the systems and methods described herein can be configured to identify a known relationship between inverter lifetime and thermal transients of critical components to establish a damage cost of a proposed drive condition for a route segment.

[0026] In some embodiments, the systems and methods described herein can be configured to generate an optimized propulsion system torque profile that can be directly applied to an associated control system. In some embodiments, the systems and methods described herein can be configured to generate an optimal speed profile and generate a torque recommendation that can be provided to a driver, and the torque recommendation, when followed (e.g., by the driver), can provide optimized inverter lifetime benefits, as well as energy and travel time optimization. In some embodiments, the systems and methods described herein can be configured to dictate torque levels to be applied such that the system can be perceived by a driver as responsive and with good driving performance. In some embodiments, the systems and methods described herein can be configured to follow a planned vehicle speed trajectory and minimize damaging transients to the propulsion system inverter.

[0027] In some embodiments, the systems and methods described herein can be configured to receive or otherwise determine upcoming route characteristics and optimize vehicle operation through a selected route. For example, the systems and methods described herein can be configured to determine a pre-planned vehicle speed and torque trajectory using corresponding inverter currents, which can provide an opportunity to build a predictive thermal model of the inverter power electronics to generate a planned inverter thermal profile along the route. In some embodiments, the thermal profile can be used with other techniques, such as "model predictive control"

[0028] In some embodiments, the systems and methods described herein can be configured to pre-plan inverter cooling system controls and / or pre-schedule coolant flow and temperature to further reduce inverter component thermal stress. In some embodiments, the systems and methods described herein can be configured to operate the device based on a thermal state of the device or the coolant itself under a feedback-controlled system or a reactive system. For example, the systems and methods described herein can pre-cool or pre-heat the inverter when an upcoming thermal transient is anticipated, thereby minimizing thermal stress. Thermal time constants and thermal gradients in the cooling system can then be managed to provide optimal heat transfer from the device being cooled.

[0029] In some embodiments, the systems and methods described herein can be configured to provide a recommended speed or torque limit to a driver based on a combination of vehicle speed along a most likely path and upcoming route characteristics based on a current state of inverter component temperatures, anticipated vehicle longitudinal dynamics, or a combination thereof.

[0030] In some embodiments, the systems and methods described herein can be configured to identify at least one route characteristic of a portion of a route being traversed by a vehicle. The systems and methods described herein can be configured to generate a target vehicle speed profile for traversing the portion of the route. The systems and methods described herein can be configured to selectively adjust a vehicle speed control input based on the target vehicle speed profile. The systems and methods described herein can be configured to generate a target thermal profile of a propulsion system inverter corresponding to thermal fatigue. The methods described herein can be configured to generate a signal to selectively instruct an adjustment to at least one of the vehicle speed control input, a torque demand corresponding to the vehicle speed control input, and the portion of the path based on the target thermal profile of the propulsion system inverter.

[0031] Figure 1A vehicle 10 according to the principles of the present disclosure is shown generally. The vehicle 10 can include any suitable vehicle, such as a car, truck, sport utility vehicle, minivan, crossover vehicle, any other passenger vehicle, any suitable commercial vehicle, or any other suitable vehicle. Although the vehicle 10 is shown as a passenger vehicle having wheels and for use on a road, the principles of the present disclosure can be applied to other vehicles, such as an airplane, boat, train, drone, or other suitable vehicle. The vehicle 10 includes a vehicle body 12 and a hood 14. A portion of the vehicle body 12 defines a passenger cabin 18. Another portion of the vehicle body 12 defines an engine compartment 20. The hood 14 can be movably attached to a portion of the vehicle body 12 such that the hood 14 provides access to the engine compartment 20 when the hood 14 is in a first or open position, and the hood 14 covers the engine compartment 20 when the hood 14 is in a second or closed position.

[0032] The passenger cabin 18 can be disposed rearward of the engine compartment 20. The vehicle 10 can include any suitable propulsion system, including an internal combustion engine, one or more electric motors (e.g., an electric vehicle), a hybrid propulsion system including a combination of an internal combustion engine and one or more electric motors (e.g., a hybrid vehicle), and / or any other suitable propulsion system. In some embodiments, the vehicle 10 can include a petrol or gasoline fuel engine, such as a spark-ignition engine. In some embodiments, the vehicle 10 can include a diesel fuel engine, such as a compression-ignition engine. The engine compartment 20 houses and / or encloses at least some components of the propulsion system of the vehicle 10. Additionally or alternatively, propulsion controls such as accelerator actuators (e.g., an accelerator pedal), a propulsion system inverter, brake actuators (e.g., a brake pedal), a steering wheel, and other such components are disposed in the passenger cabin 18 of the vehicle 10. The propulsion controls can be actuated or controlled by a driver of the vehicle 10 and can be directly connected to corresponding components of the propulsion system, such as a propulsion system inverter, a throttle, a brake, a vehicle axle, a vehicle transmission, and the like, respectively. In some embodiments, the propulsion controls can transmit signals to a vehicle computer (e.g., driven by wires), which in turn can control corresponding propulsion components of the propulsion system, such as a propulsion system inverter and related components, to convert driver inputs into torque outputs.

[0033] In some embodiments, the vehicle 10 includes a transmission that communicates with the crankshaft via a flywheel or clutch or hydrodynamic coupling. In some embodiments, the transmission includes a manual transmission. In some embodiments, the transmission includes an automatic transmission. In the case of a combustion engine or hybrid vehicle, the vehicle 10 can include one or more pistons that operate in cooperation with the crankshaft to generate a force that is translated through the transmission by one or more axles that cause the wheels 22 to rotate. The vehicle 10 can include one or more electrical energy storage and supply systems (such as a battery, supercapacitor, flywheel system, fuel cell, or combination thereof) and provide energy to the electric motor(s) to rotate the wheels 22. In the case of the vehicle 10 including a vehicle battery for providing energy to the electric motor(s), when the battery is depleted, the battery can be connected to an electrical grid (e.g., using a wall outlet) to recharge the battery cells. Additionally or alternatively, the vehicle 10 can employ regenerative braking that uses the electric motor(s) of the vehicle 10 as generators to convert kinetic energy lost due to deceleration back into energy stored in the battery.

[0034] The vehicle 10 can include an automated vehicle propulsion system, such as a cruise control, adaptive cruise control, automatic braking control, other automated vehicle propulsion system, or combination thereof. The vehicle 10 can be an autonomous or semi-autonomous vehicle, or other suitable type of vehicle. The vehicle 10 can include more or fewer features than those generally shown and / or disclosed herein.

[0035] Figure 2 A block diagram of a vehicle propulsion control system 100 in accordance with the principles of the present disclosure is generally shown. The system 100 can be disposed within a vehicle, such as the vehicle 10. The system 100 is configured to selectively control propulsion of the vehicle 10, and in some embodiments, the system 100 is configured to determine a profile for a target vehicle speed and / or target vehicle torque distribution based on various input information (e.g., route information, vehicle characteristic information, traffic information, propulsion system inverter 106 information, other suitable information, or combination thereof). The profile for the target vehicle speed and / or target vehicle torque distribution corresponds to a vehicle speed at which the vehicle 10 achieves an optimal energy consumption efficiency relative to a portion of a route traversed by the vehicle 10.

[0036] In some embodiments, system 100 can include a vehicle propulsion controller (VPC) 102, a human machine interface (HMI) control 104, vehicle sensors 108, a torque controller 110, a brake controller 112, a torque distribution controller 116, a brake system 118, a propulsion system 120, and a display 122. In some embodiments, display 122 can include a portion of an instrument panel or console of vehicle 10, a navigation display of vehicle 10, or other suitable display of vehicle 10. In some embodiments, display 122 can be provided on a computing device, such as a mobile computing device used by a driver. The mobile computing device can include a smartphone, a tablet, a laptop, or other suitable mobile computing device. In some embodiments, system 100 can include a propulsion adjustment controller (PAC) 124, a global positioning system (GPS) antenna 126 in communication with a mapping feature module (not shown), an advanced driver assistance system (ADAS) module 128, and a vehicle-to-other system (V2X) communication module 130. V2X communication module 130 can be configured to communicate with other vehicles, other infrastructure (e.g., such as transportation infrastructure, mobile computing devices, and / or other suitable infrastructure), remote computing devices (e.g., remote computing device 132), other suitable systems, or combinations thereof. As will be described, system 100 can communicate with one or more remote computing devices 132. In some embodiments, at least some of the components of system 100 can be provided in a propulsion control module (PCM) or other onboard vehicle computing device. For example, at least PAC 124 and VPC 102 can be provided within a PCM. In some embodiments, system 100 can be at least partially provided within a PCM, while other components of system 100 can be provided on a standalone computing device having a memory storing instructions that, when executed by a processor, cause the processor to perform the operations of the components. For example, PAC 124 can be provided on a memory and executed by a processor. It should be understood that, as will be described, system 100 can include any combination of computing devices provided locally in vehicle 10 and / or remotely provided computing devices.

[0037] In some embodiments, the VPC 102 can include an automatic vehicle propulsion system. For example, the VPC 102 can include a cruise control mechanism, an adaptive cruise control mechanism, an automatic braking system, other suitable automatic vehicle propulsion systems, or combinations thereof. Additionally or alternatively, the VPC 102 can include or be part of an autonomous vehicle system that controls all or a portion of vehicle propulsion, steering, braking, safety, route management, other autonomous features, or combinations thereof. Both inputs through the automatic vehicle propulsion system and inputs through a manually controlled propulsion system can be converted through the propulsion system inverter 106. It should be understood that although only a limited number of components of the system 100 are shown, the system 100 can include additional autonomous components or other suitable components.

[0038] The VPC 102 is in communication with one or more human machine interfaces (HMIs) 104. The HMI controls 104 can include any suitable HMI. For example, the HMI controls 104 can include a plurality of switches disposed on a steering wheel of the vehicle 10, disposed on a dashboard or console of the vehicle 10, or disposed in any other suitable location on the vehicle 10. In some embodiments, the HMI controls 104 can be disposed on a mobile computing device, such as a smartphone, tablet, laptop, or other suitable mobile computing device. In some embodiments, a driver of the vehicle 10 can interact with the HMI controls 104 to control vehicle propulsion using the VPC 102 and / or other features of the VPC 102. For example, the driver can actuate an HMI switch of the HMI controls 104 disposed on the steering wheel of the vehicle 10. The HMI controls 104 can communicate a signal to the VPC 102. The signal can indicate a desired vehicle speed selected by the driver. The VPC 102 generates a torque demand through the propulsion system inverter 106 corresponding to the desired vehicle speed and communicates the torque demand to the torque controller 110 via a current output. The torque controller 110 is in communication with the propulsion system 120 of the vehicle 10 and / or other vehicle propulsion systems. The torque controller 110 selectively controls the propulsion system 120 and / or other vehicle propulsion systems using the torque demand to achieve the desired vehicle speed. The driver can increase or decrease the desired vehicle speed by actuating additional switches of the HMI controls 104. The VPC 102 can adjust the torque demand to achieve the increase or decrease in the desired vehicle speed.

[0039] The VPC 102 can continuously adjust the torque demand in order to maintain a desired vehicle speed. For example, the VPC 102 can be in communication with vehicle sensors 108. The vehicle sensors 108 can include a camera, a speed sensor, a proximity sensor, a gradient sensor, other suitable sensors as will be described, or combinations thereof. The VPC 102 can receive a signal from the vehicle sensors 108 indicating a current vehicle speed. When the signal indicates that the current vehicle speed is different from a desired vehicle speed, the VPC 102 can adjust the torque demand to adjust the vehicle speed. For example, the vehicle 10 can pass through a gradient, such as a slope, that causes the vehicle 10 to reduce the current vehicle speed (e.g., because the torque demand applied by the torque controller 110 is not sufficient to maintain the vehicle speed on the slope). The VPC 102 can increase the torque demand in order to adjust the current vehicle speed, thereby achieving the desired vehicle speed. Further, the VPC 102 can adjust the torque demand according to a target thermal profile of the propulsion system inverter 106 corresponding to thermal fatigue. For example, the VPC 102 can reduce the torque demand or change the torque distribution to reduce thermal fatigue on the propulsion system inverter 106. In some embodiments, the target thermal profile can include a temperature of at least one component of the propulsion system inverter as measured according to a schedule of the propulsion system inverter.

[0040] In some embodiments, such as when the VPC 102 includes an adaptive cruise control mechanism, the VPC 102 can adjust the torque demand based on at least one of an energy consumption goal and a propulsion system inverter 106 thermal profile corresponding to a thermal fatigue goal. For example, the VPC 102 can receive information from the vehicle sensors 108 indicating the presence of a gradient along a route segment. This information can be captured by the vehicle sensors 108 using cameras, proximity sensors, radar, V2X communication modules 130, other suitable sensors or input devices, or combinations thereof. The VPC 102 can determine whether to maintain a desired vehicle speed or to increase or decrease the torque demand in order to increase or decrease the current vehicle speed in order to meet the thermal profile. For example, a driver can use the HMI controls 104 to indicate to maintain a pace that satisfies the energy and thermal profiles. The VPC 102 can selectively increase or decrease the torque demand to satisfy the thermal profile of the propulsion system inverter 106. The VPC 102 can cause the vehicle 10 to travel at a slower or faster pace to satisfy the thermal profile of the propulsion system inverter 106. For example, the VPC 102 can communicate with the torque controller 110 or the torque distribution controller 116 to send a plurality of signals over a period of time instructing the torque controller 110 or the torque distribution controller 116 to control the vehicle speed. In some embodiments, the propulsion system inverter 106 is a component of at least one of the VPC 102, the torque controller 110, and the torque distribution controller, or combinations thereof, or as a stand-alone component.

[0041] The brake controller 112 can be in communication with the brake system 118. The brake system 118 can include a plurality of braking components that are actuated in response to the brake controller 112 implementing a braking program based on a plurality of signals from the VPC 102. In some embodiments, the VPC 102 can implement regenerative braking by adjusting the torque demand to allow the vehicle 10 to come to a stop without using the brake system 118, or the VPC 102 can use a combination of regenerative braking and the brake system 118 to bring the vehicle 10 to a complete stop. To resume vehicle propulsion control, the driver indicates to resume vehicle propulsion control using the HMI controls 104 (e.g., the VPC 102 is not configured to resume vehicle propulsion control without interaction from the driver). In some embodiments, the vehicle 10 can include a higher level of automation including a higher level of propulsion control as described, and the vehicle 10 can include suitable controls to bring the vehicle 10 to a complete stop without interaction with the driver of the vehicle 10.

[0042] In some embodiments, the VPC 102 can determine a torque allocation in order to utilize an internal combustion engine and an electric motor of the vehicle 10 (e.g., in the case that the vehicle 10 is a hybrid vehicle). It should be appreciated that although only an internal combustion engine and an electric motor are described, the vehicle 10 can include any suitable mix of vehicle engines and electric motors. The torque allocation indicates a portion of the torque demand to be applied to the internal combustion engine and a portion of the torque demand to be applied to the electric motor. For example, when the torque demand is below a threshold, the electric motor can be used for vehicle propulsion. However, when the torque demand is above the threshold (e.g., such as in the case that the vehicle 10 is on a gradient such as a steep incline), the internal combustion engine can provide at least a portion of the vehicle propulsion to assist the electric motor. The VPC 102 communicates the torque allocation to a torque allocation controller 116. The torque allocation controller 116 communicates with the propulsion system 120 to apply the torque allocation. In some embodiments, the propulsion system inverter 106 can include a first propulsion system inverter associated with the electric motor and a second propulsion system inverter associated with the internal combustion engine. As such, in some embodiments, the torque allocation controller 116 can receive instructions to utilize one or both of the propulsion system inverters 106 to satisfy one or more target thermal profiles. In some embodiments, the propulsion system inverter 106 can be associated with both the internal combustion engine and the electric motor. Accordingly, the torque allocation controller 116 can receive instructions to apply a particular torque demand allocation in accordance with the target thermal profile to minimize, increase, or average the distribution of torque demand along one or more paths or contacts between the propulsion system inverter 106, the internal combustion engine, and the electric motor.

[0043] In some embodiments, VPC 102 includes a plurality of safety controls. For example, VPC 102 can determine whether to increase or decrease the torque demand based on input from the safety controls, thereby increasing or decreasing the desired vehicle speed or the current vehicle speed. The safety controls can receive input from vehicle sensors 108. For example, the safety controls can receive proximity sensor information, camera information, other information, or combinations thereof, and can generate safety signals to VPC 102 indicating to perform one or more safety maneuvers. For example, in the event that a vehicle in front comes to a sudden stop, the safety controls can generate a safety signal to VPC 102 indicating to immediately cause vehicle 10 to come to a complete stop based on proximity information from vehicle sensors 108. In some embodiments, VPC 102 can determine whether to apply a desired vehicle speed set by the driver using HMI controls 104 based on signals from the safety controls. For example, the driver can increase the desired vehicle speed, which can cause vehicle 10 to get closer to a vehicle in front (e.g., vehicle 10 can travel faster than the vehicle in front if the desired vehicle speed is achieved). VPC 102 can determine not to apply the desired vehicle speed, and instead can provide an indication to display 122 to the driver that increasing the desired vehicle speed can be unsafe, or VPC 102 can ignore the increase in the desired vehicle speed. In some embodiments, VPC 102 can communicate with a transmission controller module (TCM). VPC 102 can receive information from the TCM (e.g., an automatically selected gear), and can determine and / or adjust the total torque demand based on the information received from the TCM. In some embodiments, the safety controls can determine to change the vehicle speed in a way that reduces fuel efficiency to improve safety in view of route characteristics or traffic characteristics. In some embodiments, the safety controls can monitor a thermal fatigue state of propulsion system inverter 106, and generate a signal once the thermal fatigue state reaches a threshold limit. The signal can include an instruction to an operator to reduce the vehicle speed or schedule maintenance of propulsion system inverter 106. The signal can also include an instruction to VPC 102 to automatically reduce the vehicle speed. For example, the threshold limit of the thermal fatigue state can correspond to a temperature or thermal fatigue that indicates a failure.

[0044] As described, the system 100 includes the PAC 124. The PAC 124 is configured to determine a profile for a target vehicle speed based on at least: route information for a route being traversed by the vehicle 10, vehicle parameters for the vehicle 10, information related to other vehicles proximate to the vehicle 10, traffic information, weather information, a current vehicle speed, a desired vehicle speed, other information, or a combination thereof. As will be described, the PAC 124 can determine and / or modify the target vehicle speed profile based on a target thermal profile for a propulsion system inverter corresponding to thermal fatigue. In some embodiments, the PAC 124 can determine a target vehicle speed profile based on an energy efficiency profile corresponding to an optimal energy consumption for the vehicle 10 for various route characteristics, such as road grade, curvature, traffic volume, speed limit, stop sign, traffic signal, other route characteristics, or a combination thereof.

[0045] The PAC 124 receives route characteristics (e.g., road grade characteristics, route distance, and route direction), vehicle parameters, traffic characteristics, weather characteristics, vehicle-to-vehicle parameters, other information or characteristics, or a combination thereof. In some embodiments, the PAC 124 receives at least some of the route characteristics from a mapping characteristics module based on location information from the GPS antenna 126. The mapping characteristics module is disposed within the vehicle 10 (e.g., within the system 100) or can be disposed on a remote computing device, such as the remote computing device 132. When the mapping characteristics module is disposed on the remote computing device 132, the GPS antenna 126 can capture various global positioning signals from various global positioning satellites or other mechanisms. The GPS antenna 126 can communicate the captured signals to the mapping characteristics module. The mapping characteristics module can generate route characteristics based on the signals received from the GPS antenna 126 and communicate the route characteristics to the PAC 124. For example, the PAC 124 can receive route distance, route direction, road grade information for a route, other route characteristics, or a combination thereof from the mapping characteristics module based on location information from the GPS antenna 126. In some embodiments, the PAC 124 can receive traffic signal location information, traffic stop sign location information, posted speed limit information, lane change information, other route characteristics or information, or a combination thereof from the mapping characteristics module based on location information from the GPS antenna 126. In some embodiments, the PAC 124 can receive information regarding grade changes on a route segment. In some embodiments, the information regarding grade changes on a route segment can include distinguishing between negative and positive grades, identifying the magnitude of a grade, the length of a grade, and the rate of change of a grade.

[0046] PAC 124 can receive further vehicle parameters from vehicle sensors 108. For example, vehicle sensors 108 can include an energy level sensor (e.g., a fuel level sensor or a battery charge sensor), an oil level sensor, a speed sensor, a thermal sensor in the propulsion system inverter 106, a current output sensor of the propulsion system inverter 106, a weight sensor, other suitable sensors, or a combination thereof. The thermal sensor can be a physical sensor, an estimated sensor, a virtual sensor, or a combination thereof. PAC 124 can receive from vehicle sensors 108 an energy level (e.g., fuel level, battery charge, etc.) of vehicle 10, a current weight of vehicle 10, an oil condition of vehicle 10, tire inflation information of vehicle 10, a current vehicle speed, engine temperature information, other suitable vehicle parameters of vehicle 10, or a combination thereof. In some embodiments, vehicle sensors 108 can include weather sensors, such as a precipitation sensor or a humidity sensor, a barometric pressure sensor, an ambient temperature sensor, other suitable sensors, or a combination thereof. PAC 124 can receive from vehicle sensors 108 current weather information, such as precipitation information, barometric pressure information, ambient temperature information, other suitable weather information, or a combination thereof.

[0047] PAC 124 can receive at least some of the route characteristics from ADAS module 128. ADAS module 128 can assist a driver of vehicle 10 to improve vehicle safety, road safety, energy conservation, and thermal fatigue reduction of propulsion system inverter 106. ADAS module 128 can be configured to automate and / or adapt and enhance vehicle systems for safety, more efficient driving, and thermal fatigue reduction of propulsion system inverter 106 considerations. ADAS module 128 can be configured to generate signals to alert a driver of vehicle 10 of an upcoming traffic condition or disabled vehicle, and / or to alert vehicle 10 of vehicles approaching vehicle 10 in order to avoid collisions and accidents. In some embodiments, ADAS module 128 can be configured to generate signals to selectively instruct adjustments to at least one of a vehicle speed control input, a torque demand corresponding to the vehicle speed control input, and a portion of a path based on a target thermal profile of the propulsion system inverter. Further, ADAS module 128 can autonomously avoid collisions by implementing safety measures and taking over control of vehicle 10, such as by automatically lighting, initiating adaptive cruise control (e.g., via VPC 102) and collision avoidance (e.g., by controlling a trajectory of vehicle 10 using VPC 102 or brake controller 112 directly to cause vehicle 10 to come to a complete stop). PAC 124 can receive information from ADAS module 128, such as traffic characteristics, vehicle proximity information, disabled vehicle information, other suitable information, or combinations thereof. ADAS module 128 can initiate adaptive cruise control with a target speed or torque distribution based on a target thermal profile of the propulsion system inverter corresponding to thermal fatigue.

[0048] PAC 124 can receive at least some of the route characteristics from V2X communication module 130. V2X communication module 130 is configured to communicate with other systems positioned proximate to or away from vehicle 10, for example, to obtain and share information, such as traffic information, vehicle speed information, construction information, other information, or combinations thereof. PAC 124 can receive other vehicle speed information, other vehicle location information, other traffic information, information about propulsion system inverter 106 (such as operating parameters), or combinations thereof, from V2X communication module 130. Operating parameters of propulsion system inverter 106 can include a thermal transfer model including predicted thermal transients, current-dependent resistance heating (I2R), and other suitable information. PAC 124 can receive information from V2X communication module 130 to determine a target thermal profile of propulsion system inverter 106 based on the information received from V2X communication module 130. PAC 124 can determine a target thermal profile of propulsion system inverter 106 based on the information received from V2X communication module 130, and can generate signals to selectively instruct adjustments to at least one of a vehicle speed control input, a torque demand corresponding to the vehicle speed control input, and a portion of a path based on the target thermal profile of the propulsion system inverter. 2thermal properties of electrical components and connection features (solder, bonding, etc.), and other factors. Other operational parameter information of the propulsion system inverter 106 can include maintenance and replacement costs of the propulsion system inverter 106, fatigue life reduction, current fuel prices, and other information. Information from the V2X information module 130 or the PAC 124 can be received from the remote computing device 132.

[0049] The PAC 124 can receive at least some of the route characteristics from the remote computing device 132. For example, the PAC 124 can receive further information from the remote computing device 132 related to route distance, route direction, road grade information for the route, traffic information, construction information, other vehicle location information, other vehicle speed information, vehicle maintenance information for the vehicle 10, other route characteristics, or combinations thereof. Additionally or alternatively, the PAC 124 can receive vehicle parameters such as operational parameter information of the propulsion system inverter 106 from the remote computing device 132, such as make and model of the vehicle 10, manufacturer-provided energy consumption efficiency of the vehicle 10, weight of the vehicle 10, other vehicle parameters, or combinations thereof. In some embodiments, the PAC 124 can receive traffic signal location information, traffic stop sign location information, posted speed limit information, lane change information, other route characteristics or information, or combinations thereof from the remote computing device 132. In some embodiments, the PAC 124 can receive operational parameter information of the propulsion system inverter 106 from the remote computing device 132.

[0050] The remote computing device 132 can include any one or more suitable computing devices, such as a cloud computing device or system, one or more remotely located servers, a remotely located or nearby located mobile computing device or application server that provides information to a mobile computing device, other suitable remote computing devices, or combinations thereof. The remote computing device 132 is located remotely from the vehicle 10, such as in a data center or other suitable location. In some embodiments, the remote computing device 132 can be located within the vehicle 10 (e.g., a mobile computing device used by a driver of the vehicle 10).

[0051] In some embodiments, the PAC 124 can receive traffic signal information, such as signal phase and timing (SPaT) from intelligent algorithms used by traffic data providers. The SPaT information can indicate when a traffic signal is changing and / or indicate the timing of a traffic signal.

[0052] The PAC 124 can receive route characteristics and / or vehicle parameters from a driver of the vehicle 10. For example, the driver can interact with the PAC 124, such as using the display 122 or using an interface of the PAC 124 with a mobile computing device, to provide vehicle parameters of the vehicle 10, such as vehicle weight, fuel efficiency goals, vehicle make and model, vehicle age, vehicle maintenance information, vehicle identification number, number of passengers, load information (e.g., amount of luggage or other load information), other vehicle parameters, or combinations thereof. Additionally or alternatively, the driver can provide route characteristics to the PAC 124, such as a route map, route distance, other route characteristics, or combinations thereof. In some embodiments, the PAC 124 learns behavior of the driver of the vehicle 10. For example, the PAC 124 monitors vehicle speed of the driver relative to posted speed limits or whether the driver achieves vehicle speed recommendations provided by the PAC 124 as will be described.

[0053] In some embodiments, the PAC 124 can learn traffic patterns for known routes traversed by the vehicle 10. For example, the PAC 124 can track traffic conditions as the vehicle 10 routinely or periodically traverses one or more routes. The PAC 124 can determine traffic patterns for these routes based on the monitored traffic conditions. In some embodiments, as described, the PAC 124 receives traffic patterns for routes being traversed by the vehicle 10 from the remote computing device 132 or from a mapping characteristics module based on signals from the GPS antenna 126.

[0054] It should be appreciated that the PAC 124 can receive any characteristics or information associated with routes, traffic, signage and signals, other vehicles, vehicle parameters of the vehicle 10, any other suitable characteristics or information, including those described or not described herein, from any of the components described or not described herein. Additionally or alternatively, the PAC 124 can be configured to learn any suitable characteristics or information described or not described herein.

[0055] In some embodiments, the PAC 124 is configured to control propulsion of the vehicle 10 and thus control operational impact on the propulsion system inverter 106. The PAC 124 can be an integral component of the VPC 102 or can be an overlay component that communicates or interacts with the VPC 102 and / or other components of the vehicle 10. Additionally or alternatively, the PAC 124 can be disposed on a mobile computing device, such as a smartphone, that uses at least some of the information described above to present a recommended vehicle speed to a driver of the vehicle 10. In some embodiments, the VPC 102 can include an adaptive cruise control mechanism. For example, the adaptive cruise control mechanism is configured to maintain a desired vehicle speed provided by a driver of the vehicle 10 using the HMI controls 104, and the adaptive cruise control mechanism can be configured to meet a fuel consumption target based on a profile of energy consumption efficiency. The PAC 124 is configured to determine the profile of energy consumption efficiency, which can include generating a signal to selectively adjust one or more target vehicle speeds, one or more target torque allocations, and one or more route adjustments based on the profile of energy consumption efficiency for the vehicle 10. The PAC 124 can determine a target torque demand based on the profile of the target vehicle speed, the target torque allocation, the route characteristics related to fuel consumption efficiency, and the target thermal profile.

[0056] In some embodiments, the PAC 124 determines a profile of vehicle energy consumption efficiency using the information described above. For example, the PAC 124 can determine a vehicle consumption profile using the vehicle weight, the manufacturer-provided vehicle energy efficiency, historical data corresponding to the vehicle 10 or similar vehicles indicative of energy consumption of the vehicle 10 or similar vehicles when traversing portions of a particular route or particular road grade, or other suitable route or road information, other suitable vehicle parameters, or combinations thereof. The profile of vehicle energy consumption efficiency can indicate that the vehicle 10 consumes a specified amount of energy (e.g., a specified amount of energy within a tolerance) when operating at a particular vehicle speed (a particular vehicle speed within a tolerance) when traversing a route having particular road, traffic, gradient, and other conditions. For example, the energy consumption of the vehicle 10 can be greater when the vehicle 10 is on a slope, and the energy consumption of the vehicle 10 can be less when the vehicle 10 is coasting to a stop. In some embodiments, the PAC 124 receives or retrieves a vehicle energy profile of the vehicle 10 determined remotely from the vehicle 10, such as by the remote computing device 132. In some embodiments, the PAC 124 receives or retrieves standardized fuel consumption data, homologation data, a plurality of standardized fuel consumption data reference points, a parabolic approximation of fuel consumption, an energy conservation saturation point corresponding to a speed above a threshold where fuel efficiency deviates from the parabolic approximation, and a coefficient corresponding to a modified energy consumption based on at least one characteristic of a gradient on a route segment, or combinations thereof, of at least one other vehicle.

[0057] In some embodiments, the PAC 124 determines a target thermal profile for the propulsion system inverter 106 using at least some of the information described above. For example, the PAC 124 can determine the target thermal profile using the vehicle weight, the manufacturer-provided vehicle energy efficiency, historical data corresponding to propulsion system inverters 106 operating in similar vehicles or corresponding to similar vehicles when traversing portions of a particular route or particular road grades, or other suitable route or road information, other suitable vehicle parameters, or combinations thereof. The target thermal profile for the propulsion system inverter 106 can indicate that a torque demand requires a specified amount of energy (e.g., within a tolerance range) when operating at a particular vehicle speed (within a tolerance of the particular vehicle speed) when traversing a route having particular road, traffic, gradient, and other conditions. For example, the energy requirement can be greater when the vehicle 10 is on a slope, and the energy requirement can be less when the vehicle 10 is coasting to a stop. In some embodiments, the PAC 124 receives or retrieves a target thermal profile for the propulsion system inverter 106 of the vehicle 10 determined away from the vehicle 10, such as by the remote computing device 132. In some embodiments, the PAC 124 receives standardized propulsion system inverter data, such as operating parameters, a plurality of torque demand levels corresponding to thermal state conditions of the propulsion system inverter 106, and coefficients corresponding to the thermal state conditions or a modified target thermal profile based on at least one characteristic of a gradient on a route segment, or combinations thereof.

[0058] In some embodiments, the PAC 124 uses at least some of the information described above to determine a target thermal profile for the propulsion system inverter 106. For example, the PAC 124 can receive or otherwise identify a current fuel price and an inverter damage cost corresponding to at least one of inverter output efficiency degradation, maintenance costs, and replacement costs. In some embodiments, the PAC 124 can generate a target thermal profile corresponding to increasing the operational life of the propulsion system inverter 106. In some embodiments, the PAC 124 can generate a target thermal profile according to increasing the operational life of the propulsion system inverter 106 (e.g., reducing thermal fatigue of at least one component of the propulsion system inverter 106) according to associated operational costs of using the propulsion system inverter, such as replacement costs, maintenance costs, energy costs, other suitable costs, or combinations thereof, associated with, for example, torque demand growth as the efficiency of the propulsion system inverter degrades over time. In some embodiments, the PAC 124 can generate a target thermal profile according to a minimum total cost (including inverter damage cost) with suitable weighting. The units of cost can be general or specific, such as monetary. In some embodiments, a modeled relationship between inverter life and thermal transients of critical components is used to establish this damage cost for the suggested operating conditions for a route segment.

[0059] In some embodiments, the PAC 124 measures the output efficiency of the propulsion system inverter 106 according to an output current resulting from input from a vehicle operator (e.g., from a gas pedal). The current is transferred through power electronic components and corresponding electrical connection features (solder, wire bonds, etc.). The power electronic components are subject to resistive heating due to their associated electrical characteristics (e.g., I 2 Rloss) that are coupled with the current. This heating creates differential thermal expansion within and between the components and connection features, thus creating thermal stress and thermal fatigue.

[0060] Inverter life is negatively impacted by the number, rate, and severity of thermal stress cycles. In some embodiments, the PAC 124 determines the propulsion system inverter 106 efficiency according to transient driver desired torque input and corresponding transient inverter current output. In some embodiments, the output efficiency of the propulsion system inverter 106 can include a current output of the propulsion system inverter 106. For example, the current output can include a variation in current output under the same or substantially the same input conditions or other suitable current output.

[0061] In some embodiments, the PAC 124 can generate an efficiency model corresponding to the propulsion system inverter efficiency from a propulsion system inverter that has not been subjected to thermal fatigue and a resulting current output related to a current input. The PAC 124 can then compare a current current output from the current input and compare the current current output to the efficiency model and generate one or more signals to selectively instruct a change in operation based on a threshold deviation of the current efficiency from the efficiency model. In addition to or in lieu of monitoring current, a torque demand generated from a vehicle speed input is modeled in the new state and periodically compared to a current condition to effectively monitor for changes.

[0062] In some embodiments, the PAC 124 can generate a target thermal profile from a function that measures the operational life of the propulsion system inverter 106 relative to a related impact on fuel efficiency. In some embodiments, the PAC 124 can generate a target thermal profile from a function that measures the operational life of the propulsion system inverter 106 relative to a related operator preference for vehicle speed. In some embodiments, the PAC 124 can generate a target thermal profile from a function that measures the operational life of the propulsion system inverter 106 relative to traffic information, safety information, route characteristics, or a combination thereof. It should be understood that in some embodiments, the PAC 124 can generate a target thermal profile from any combination of factors described herein.

[0063] The PAC 124 is configured to determine a target vehicle speed, a profile of target torque allocation, and route characteristics for a portion of a route being traversed by the vehicle 10 using the target thermal profile of the propulsion system inverter and various route characteristics. For example, the PAC 124 can determine that the vehicle 10 is approaching a particular grade change on a portion of the route being traversed by the vehicle 10.

[0064] The PAC 124 uses the target thermal profile to identify a vehicle speed (within a threshold range of a desired vehicle speed provided by a driver to the VPC 102) and / or a torque allocation that has the best energy consumption for the grade change of the portion of the route being traversed by the vehicle.

[0065] In some embodiments, the PAC 124 can determine vehicle speed and torque distribution using historical energy consumption for known routes, such as routes previously traversed by the vehicle 10 or similar vehicles. The PAC 124 determines a target torque demand according to the identified vehicle speed, and determines a target torque distribution according to the identified torque distribution. It will be appreciated that, as described, the PAC 124 continuously monitors the received various characteristics, and continues to generate target thermal profiles for target vehicle speed, target torque distribution, and route characteristics according to thermal fatigue and other factors, such that the propulsion system inverter 106 maintains optimal or improved energy consumption while maintaining driver and / or passenger comfort (e.g., by avoiding sudden, unnecessary changes in vehicle speed).

[0066] In some embodiments, the PAC 124 can generate a signal to bypass or detour a particular segment of a route. The vehicle operator can then confirm the recommended detour via the HMI controls 104. For example, the PAC 124 can generate a signal recommending a detour that can increase time but reduce negative effects on the propulsion system inverter 106, and the operator can choose whether to follow the recommendation based on personal priorities.

[0067] In some embodiments, once a threshold temperature has been reached, the PAC 124 can generate a signal recommending the distribution of coolant to the propulsion system inverter 106. In some embodiments, the PAC 124 can generate a signal recommending the distribution of coolant to the propulsion system inverter 106 upon anticipation of or in response to a road or driving characteristic. The characteristic can include a change in road gradient (e.g., a tilt upward), a change in speed limit, a change in target vehicle speed, a change in thermal profile, a change in thermal state, a change in efficiency of the propulsion system inverter 106, or a combination thereof. The coolant can be a liquid, a solid-state coolant, a gas, or other suitable coolant that is distributed.

[0068] In some embodiments, the PAC 124 can be configured to determine when the vehicle 10 should coast to achieve optimal or improved thermal fatigue limits of the propulsion system inverter 106. For example, as described, the PAC 124 can use known traffic conditions to determine when the vehicle 10 should coast. Additionally or alternatively, for example, the PAC 124 can learn traffic conditions and can determine whether the vehicle 10 should coast in areas along routes that are known to typically have traffic volume based on, for example, the time of day. In some embodiments, the PAC 124 can use SPaT information to determine when the vehicle 10 should coast in response to changing traffic signals. Additionally or alternatively, the PAC 124 can determine to increase a target vehicle speed associated with a profile of target vehicle speeds (e.g., within a posted speed limit) in order to increase the likelihood that the vehicle 10 will reach a traffic signal while the traffic signal indicates to proceed based on the timing of the traffic, which can allow the vehicle 10 to avoid having to stop at the traffic signal. In some embodiments, the PAC 124 can determine that a long downhill grade will result in a particular amount of regenerative braking and generate a signal to consume energy from the electric motor before the vehicle reaches the downhill grade. In some embodiments, the PAC 124 can determine that a long downhill grade will result in a particular amount of thermal cooling from a reduction in torque demand and generate a signal to increase the torque demand before the vehicle reaches the downhill grade. In some embodiments, the PAC 124 can determine that a particular amount of regenerative braking torque is needed to maintain a desired thermal profile of the inverter.

[0069] In some embodiments, the PAC 124 can be configured to calculate a coasting function and / or a road load function (see Equation (1)) to identify particular vehicle parameters using speed dependent drag. Parameters of the road load function include vehicle parameters that can be received by the PAC 124 as described, such as vehicle mass or weight, vehicle rolling friction, vehicle drag coefficient, other vehicle parameters, or combinations thereof. These parameters can be updated using a coasting self-learning function, such that the PAC 124 identifies or requests (e.g., from historical information and / or from the remote computing device 132) a coasting sequence and calculates a coasting function result. The PAC 124 can calculate the coasting function upon request by a driver of the vehicle 10, the driver of the vehicle 10 can be prompted by the PAC 124 to perform a particular learning maneuver, or a particular learning maneuver can be learned in the background.

[0070] Equation (1) Speed Dependent Drag: F = wind force, tire force, bearing force, and other forces plus acceleration dependent inertial force plus grade dependent gravitational force:

[0071] F = (A + (B * v) + (C * v 2) + ((drive shaft % + non-drive shaft %) * (test mass * acceleration)) + (test mass * g * sin(arc tan(slope %)))

[0072] where A represents constant and non-velocity varying resistance (e.g., bearings, seals, tires, etc.), B represents velocity linearly varying resistance (e.g., drivetrain, differentials, etc.), and C represents velocity squared varying resistance (e.g., aerodynamic resistance, tire deformation, etc.).

[0073] As described, the PAC 124 can control or interact with the VPC 102 and / or interact with a driver of the vehicle 10 to implement a target speed control input, a torque demand corresponding to a vehicle speed control input, and a portion of a route based on a target thermal profile of the propulsion system inverter 106, which can result in an optimal or improved operational life or reduced operational cost of the propulsion system inverter 106. Additionally or alternatively, the PAC 124 can control or interact with the VPC 102 to cause the vehicle 10 to come to a complete stop in response to the vehicle 10 approaching a stop sign, a traffic signal, traffic, a disabled vehicle, or other suitable condition. The PAC 124 can also control or interact with the VPC 102 to resume vehicle propulsion after the vehicle 10 has come to a complete stop.

[0074] In some embodiments, the PAC 124 can control the VPC 102 using virtual inputs to implement a target speed control input, a torque demand corresponding to a vehicle speed control input, and a portion of a route based on a target thermal profile of the propulsion system inverter 106, which can result in an optimal or improved operational life or reduced operational cost of the propulsion system inverter 106. For example, the VPC 102 can receive a desired vehicle speed from a driver of the vehicle 10 using the HMI control 104. Additionally or alternatively, the VPC 102 (e.g., when the VPC 102 includes an adaptive cruise control mechanism) can adjust the desired vehicle speed in response to the target thermal profile.

[0075] In some embodiments, the PAC 124 generates a signal to instruct the VPC 102 to filter an operator’s vehicle speed control input, a requested torque demand, and a torque allocation. For example, if a thermal state of the propulsion system inverter 106 reaches a threshold corresponding to a failure or damage threshold, the PAC 124 can instruct the VPC 102 to reduce the vehicle speed control input (or vehicle speed), the torque demand, and the torque allocation. In some embodiments, the PAC 124 generates a signal to recommend a change in an operational input or a request to the operator.

[0076] In some embodiments, the PAC 124 uses a desired speed provided by the driver of the vehicle 10 to initialize the VPC 102 when the driver of the vehicle 10 first engages the VPC 102 during a critical period. The PAC 124 can then provide a signal in the form of a virtual input to the VPC 102 to control the vehicle speed or torque demand to achieve reduced thermal fatigue of the propulsion system inverter 106. In some embodiments, the PAC 124 can generate a signal in the form of a virtual input that includes a virtual HMI signal that, when received by the VPC 102, can cause the VPC 102 to be enabled, disabled, and / or set or adjust a current vehicle speed. The PAC 124 generates the virtual HMI signal based on a target vehicle speed profile and / or a target thermal profile. The PAC 124 communicates and / or interacts with the HMI controls 104. The PAC 124 replaces the HMI signals provided by the driver of the vehicle 10 with the virtual HMI signal generated by the PAC 124. As described, the VPC 102 includes a plurality of safety controls. As described, the VPC 102 then applies the target vehicle speed indicated by the virtual HMI signal associated with the target vehicle speed profile in the same manner as the VPC 102 would apply a desired vehicle speed provided by the driver using the HMI controls 104. The VPC 102 can determine whether to apply or modify the target vehicle speed and / or target torque distribution indicated by the virtual HMI signal based on the safety controls, road conditions, thermal state of the propulsion system inverter 106, or target thermal profile.

[0077] In some embodiments, the PAC 124 generates a virtual input based on a profile of energy consumption efficiency in order to control the VPC 102 to meet a particular fuel consumption target. The fuel consumption target can be a transient increase based on current route conditions, or a total consumption target corresponding to the entire route from a starting location to a destination of travel. For example, the vehicle 10 can need to use a limited amount of fuel (e.g., electricity, gasoline, etc.) to reach a charging station or a gas station, the PAC 124 can determine a station corresponding to a minimum overall consumption profile based on at least one route characteristic of a portion of the route being traversed by the vehicle. The at least one route characteristic of the portion of the route being traversed by the vehicle can include route length, speed limit, route section with gradient, traffic, number of stops, and other factors that affect fuel consumption. The PAC 124 can then generate a signal regarding the most fuel-efficient route, torque distribution, and target speed. The signal can be in the form of a recommendation to the driver, an instruction to adaptive cruise control, an instruction for autonomous driving, or a filtering of driver input (e.g., by the ADAS module 128).

[0078] In some embodiments, the PAC 124 generates virtual inputs based on a target thermal profile in order to control the VPC 102 to meet the target thermal profile. The target thermal profile can be based on a time constraint or distance constraint along a route segment or for the entire route from a starting location to a travel destination, such as being transient based on current route conditions. In the event that the thermal fatigue state of the propulsion system inverter 106 reaches a threshold value, the target thermal profile can correspond to a route or route segment corresponding to a nearest vehicle maintenance station.

[0079] The VPC 102 can generate and detect the presence of a virtual car in front and perform operations associated with following the car in front (e.g., maintaining a safe distance between the vehicle 10 and the car in front, keeping pace with the car in front, and causing the vehicle to stop in response to the car in front being within a target range of the vehicle 10 and about to become completely stopped). The PAC 124 can then control the virtual speed of the virtual car in front based on a target vehicle speed profile and / or a target thermal profile. The VPC 102 can then adjust the current vehicle speed, torque demand, or torque distribution of the vehicle 10 to follow the virtual car in front. In this manner, the PAC 124 can achieve a target vehicle speed profile of the vehicle 10 to provide optimal or improved energy consumption efficiency of the vehicle 10 and / or a reduction in thermal fatigue of the propulsion system inverter 106. While the PAC 124 is using the described virtual inputs to control the VPC 102, the vehicle sensors 108 (such as cameras, radar, proximity sensors, etc.) continue to provide information to the VPC 102 so that the VPC 102 can continue to detect actual vehicles or objects in front of the vehicle 10 while the VPC 102 is applying or following the virtual inputs provided by the PAC 124. Safety controls of the VPC 102 are configured to override the VPC 102 (including the virtual inputs provided by the PAC 124) to safely cause the vehicle 10 to come to a complete stop or increase or decrease the vehicle speed in response to information from the vehicle sensors 108.

[0080] In some embodiments, the PAC 124 can communicate directly with the VPC 102 and the torque distribution controller 116 to provide the recommended target torque demand and target torque distribution to the VPC 102 and the torque distribution controller 116, respectively, to achieve optimal or improved energy consumption efficiency of the vehicle 10 and / or reduction in thermal fatigue of the propulsion system inverter 106. For example, the VPC 102 can be configured to receive the HMI signal (e.g., as described) to satisfy the target thermal profile and to receive the recommended target vehicle speed signal, torque demand signal, or torque distribution signal from the PAC 124. The VPC 102 can determine whether to apply the target vehicle speed indicated by the recommended target vehicle speed signal, for example, based on the driver input, the target thermal profile, and / or safety controls of the VPC 102.

[0081] The torque distribution controller 116 can be configured to receive the recommended torque distribution signal from the VPC 102 based on the driver input as described and can be configured to receive the recommended target torque distribution signal from the PAC 124. It should be understood that the PAC 124 can communicate the recommended target torque distribution signal to the VPC 102, which can then communicate the recommended target torque distribution signal and / or a recommended torque demand signal (e.g., generated by the VPC 102) to the torque distribution controller 116. The torque distribution controller 116 determines whether to apply the target torque distribution indicated by the recommended target torque distribution signal based on a comparison to the torque distribution indicated by the recommended torque distribution signal provided by the VPC 102 and / or based on existing propulsion states of the vehicle 10 (e.g., including diagnostic conditions).

[0082] In some embodiments, the torque distribution controller 116 determines whether to apply the target torque distribution indicated by the recommended target torque distribution signal based on the target thermal profile, the thermal state of the propulsion system inverter 106, or a combination thereof.

[0083] In some embodiments, the PAC 124 can communicate with the display 122 to provide an indicator to the driver that the vehicle speed is being changed to improve the energy consumption efficiency of the vehicle 10. For example, the PAC 124 can use the display 122 to illustrate an energy efficiency symbol that indicates to the driver of the vehicle 10 that the vehicle speed is being changed to improve the energy consumption efficiency of the vehicle 10.

[0084] In some embodiments, the PAC 124 can communicate with the display 122 to provide an indicator to the driver that the vehicle speed, torque demand, or torque distribution is being changed in order to reduce thermal fatigue of the propulsion system inverter 106. For example, the PAC 124 can use the display 122 to illustrate a thermal fatigue symbol that indicates to the driver of the vehicle 10 that the vehicle speed, torque demand, or torque distribution is being changed in order to improve the energy consumption efficiency of the vehicle 10.

[0085] In some embodiments, for example, the VPC 102 can not include an adaptive cruise control system, and can include a base cruise control system. Additionally or alternatively, the driver of the vehicle 10 can not have engaged the VPC 102 in order to control propulsion of the vehicle 10 (e.g., the driver of the vehicle 10 can be manually controlling propulsion). Accordingly, the PAC 124 is configured to provide a recommendation to the driver indicating a target vehicle speed of a target vehicle speed profile. The recommendation can be provided to the driver of the vehicle 10 using one or more integrated displays of the vehicle 10, such as, for example, the display 122 that can include a portion of the instrument cluster or console of the vehicle 10, a navigation display of the vehicle 10, or other suitable integrated display of the vehicle 10.

[0086] In some embodiments, the recommendation can be provided to the driver of the vehicle 10 using a mobile computing device within the vehicle 10. The recommendation can include a symbol or textual information indicating to the driver of the vehicle 10 to increase or decrease the vehicle speed. Additionally or alternatively, the recommendation can include a coasting recommendation that is displayed for a calibratable amount of time and then withdrawn in response to the driver of the vehicle 10 ignoring the recommendation. The recommendation can include information indicating that the recommendation is in response to a change in speed limit, a stop sign that the vehicle 10 is approaching, a traffic signal timing, a target thermal profile, a thermal state, an energy consumption target, or other information. The information can be displayed visually and can decay as the vehicle 10 recommendation becomes outdated.

[0087] The driver of vehicle 10 can determine to honor the recommendation and change the vehicle speed accordingly, or the driver can choose to ignore the recommendation. PAC 124 can be configured to monitor the driving actions in response to the recommendation to determine whether the driver of vehicle 10 is honoring the recommendation or ignoring the recommendation. PAC 124 can determine whether to adjust the recommendation based on the monitored driver actions. For example, PAC 124 can determine not to recommend coasting in response to the driver ignoring a threshold number of coasting recommendations. Additionally or alternatively, PAC 124 can use the monitored driver actions and the route traversed by vehicle 10 to determine whether the driver of vehicle 10 is honoring the recommendation at certain portions of the route and ignoring the recommendation at other portions of the route. PAC 124 can selectively provide recommendations to the driver of vehicle 10 based on the monitored driver actions and the vehicle route. Additionally or alternatively, PAC 124 can monitor driver actions in response to recommendations based on traffic patterns, stop signs, traffic signals, target thermal profile, energy consumption targets, and the like. PAC 124 can selectively determine whether to provide recommendations to the driver of vehicle 10 in response to traffic patterns, stop signs, traffic signals, energy consumption targets, and the like based on the monitored driver actions. In some embodiments, ignored recommendations can be logged and saved. For example, if the driver does not honor a recommendation for a target thermal profile, PAC 124 or another component can generate a signal to recommend that a service person check the condition of propulsion system inverter 106.

[0088] In some embodiments, PAC 124 and / or VPC 102 can perform the methods described herein. However, the methods described herein as being performed by PAC 124 and / or VPC 102 are not intended to be limiting, and any type of software executing on a controller can perform the methods described herein without departing from the scope of the present disclosure. For example, a controller such as a processor executing software within a computing device carried by vehicle 10 can perform the methods described herein.

[0089] Figure 3 is a flowchart generally showing a method 300 of controlling a propulsion system inverter in accordance with the principles of the present disclosure. At 302, method 300 receives vehicle parameters. For example, PAC 124 can receive various vehicle parameters of vehicle 10 from any of the components described herein.

[0090] At 304, the method 300 receives inverter characteristics of the propulsion system inverter, the inverter characteristics corresponding to thermal mass of various inverter components, heat transfer characteristics, inverter power loss characteristics, thermal state of the inverter, and fatigue characteristics, cost, thermal state, and combinations thereof of the inverter. For example, the PAC 124 can receive various inverter characteristics of the propulsion system inverter.

[0091] At 306, the method 300 receives route characteristics. For example, the PAC 124 receives various route characteristics (e.g., route characteristics of a route that the vehicle 10 is currently traversing or will traverse) and other information from any other components described herein. For example, the PAC 124 can receive information regarding varying gradients along a route segment. In some embodiments, the method continues at 308. In some embodiments, the method continues at 310.

[0092] At 308, the method 300 determines a target thermal profile of the propulsion system inverter, e.g., corresponding to thermal fatigue. For example, the PAC 124 determines a target thermal profile of the propulsion system inverter using vehicle parameters, associated operating costs, component thermal states, and other route characteristics, such as historical route characteristics associated with routes previously traversed by the vehicle, route characteristics associated with routes previously traversed by similar vehicles having similar propulsion system inverters (e.g., from the remote computing device 132 and / or the V2X communication module 130), other suitable route characteristics, or combinations thereof. In some embodiments, the V2X communication module 130 can receive an output efficiency model of the propulsion system inverter or thermal characteristics (e.g., thermal mass) of various propulsion system inverter components. In some embodiments, the thermal profile includes determining a profile for a target vehicle speed, target torque allocation, and resulting inverter thermal profile related to route characteristics, inverter thermal fatigue costs, propulsion system efficiency, fuel consumption efficiency, or time efficiency. For example, as described, the PAC 124 determines a profile for a target vehicle speed and / or target torque allocation based on vehicle parameters, route characteristics, thermal characteristics of the propulsion system inverter corresponding to thermal fatigue, other received information received from components described herein. The profile for the target vehicle speed and / or target vehicle torque allocation corresponds to a vehicle speed and / or torque allocation that, when implemented by the vehicle 10, provides optimal or improved inverter thermal fatigue life and energy consumption efficiency of the vehicle 10.

[0093] At 310, the method 300 generates at least one signal. For example, the PAC 124 generates at least one signal. The signal can include an HMI signal and / or a recommendation for reduced thermal fatigue of the propulsion system inverter. The signal, when applied by the VPC 102, can modify a target vehicle speed, a target torque allocation, and a route characteristic. For example, the PAC 124 can generate a recommendation to detour a particular segment of the route. In some embodiments, the recommendation is provided to an operator. In some embodiments, the recommendation is an instruction received by the VPC 102 to be executed autonomously.

[0094] At 312, the method 300 provides the signal to a vehicle propulsion controller. For example, the PAC 124 can utilize the virtual HMI signal to replace an HMI signal transmitted from the HMI control 104 based on input from a driver of the vehicle 10. Additionally or alternatively, the PAC 124 can replace vehicle sensor information provided by the vehicle sensors 108 to indicate a virtual lead vehicle to the VPC 102. For example, the VPC 102 can apply the virtual HMI signal and / or can follow the virtual lead vehicle in order to achieve a target vehicle speed and / or a torque allocation. As described, the PAC 124 can continuously update the target vehicle speed and / or the target torque allocation as the vehicle 10 continues through the route and based on updated traffic information, thermal states of the propulsion system inverters, operating costs, vehicle information, route information, other information, or combinations thereof. The signal at 312 can result in a target thermal profile of the propulsion system inverters corresponding to thermal fatigue and a corresponding inverter current profile.

[0095] Figure 4 is a flowchart generally showing an alternative method 400 of controlling a propulsion system inverter according to the principles of the present disclosure. At 402, the method 400 receives vehicle parameters. For example, the PAC 124 can receive various vehicle parameters of the vehicle 10 from any of the components described herein.

[0096] At 404, the method 400 receives inverter characteristics of the propulsion system inverter corresponding to thermal mass of various inverter components, thermal transfer characteristics, inverter power loss characteristics, thermal states of the inverter, and fatigue characteristics, costs, thermal states, and combinations thereof of the inverter. For example, the PAC 124 can receive various inverter characteristics of the propulsion system inverter.

[0097] At 406, the method 400 receives route characteristics. For example, the PAC 124 receives various route characteristics (e.g., route characteristics of a route that the vehicle 10 is currently traversing or will traverse) and other information from any other component described herein. For example, the PAC 124 can receive information about a route segment with a varying grade. In some embodiments, the method continues at 408. In some embodiments, the method continues at 410.

[0098] At 408, the method 400 determines a target thermal profile of the propulsion system inverter, e.g., corresponding to thermal fatigue. For example, the PAC 124 uses vehicle parameters, associated operating costs, component thermal states, and other route characteristics, such as historical route characteristics associated with routes previously traversed by the vehicle, route characteristics associated with routes previously traversed by similar vehicles with similar propulsion system inverters (e.g., from the remote computing device 132 and / or the V2X communication module 130), other suitable route characteristics, or combinations thereof, to determine a target thermal profile of the propulsion system inverter. In some embodiments, the V2X communication module 130 can receive an output efficiency model of the propulsion system inverter or thermal characteristics (e.g., thermal mass) of various propulsion system inverter components. In some embodiments, the thermal profile includes determining a profile for a target vehicle speed, a target torque allocation, and a resulting inverter thermal profile related to route characteristics, inverter thermal fatigue costs, propulsion system efficiency, fuel consumption efficiency, or time efficiency. For example, as described, the PAC 124 determines a profile for a target vehicle speed and / or a target torque allocation based on vehicle parameters, route characteristics, thermal characteristics of the propulsion system inverter corresponding to thermal fatigue, other received information received from components described herein. The profile for a target vehicle speed and / or a target vehicle torque allocation corresponds to a vehicle speed and / or a torque allocation that, when implemented by the vehicle 10, provides an optimal or improved inverter thermal fatigue life and energy consumption efficiency of the vehicle 10.

[0099] At 410, the method 400 generates a vehicle propulsion controller signal. For example, the PAC 124 communicates directly with the VPC 102 and can provide a signal as an input to the VPC 102. The PAC 124 generates a vehicle propulsion controller signal based on the target vehicle speed. The vehicle propulsion controller signal can be referred to as a recommended target vehicle speed.

[0100] At 412, the method 400 generates a torque distribution controller signal. For example, the PAC 124 can be in direct communication with the torque distribution controller 116 and can provide the signal as an input to the torque distribution controller 116. The PAC 124 generates the torque distribution controller signal based on the target torque distribution. The torque distribution controller signal can be referred to as a recommended target torque distribution. At 414, the method 400 provides the vehicle propulsion controller signal and the torque distribution controller signal. For example, the PAC 124 can provide the vehicle propulsion controller signal to the VPC 102. As described, the VPC 102 can determine whether to apply the target vehicle speed indicated by the vehicle propulsion controller signal. The PAC 124 can provide the torque distribution controller signal to the torque distribution controller 116 or to the VPC 102, which can then provide the torque distribution signal to the torque distribution controller 116. As described, the torque distribution controller 116 can then determine whether to apply the torque distribution indicated by the torque distribution controller signal. The vehicle propulsion controller signal and the torque distribution controller signal correspond to a vehicle speed and / or a torque distribution that, when implemented by the vehicle 10, provides a reduction in thermal fatigue or operating cost to the propulsion system inverter. As described, the PAC 124 can continuously update the target vehicle speed and / or the target torque distribution as the vehicle 10 continues through the route and based on updated traffic information, thermal states of the propulsion system inverter, operating costs, vehicle information, route information, other information, or combinations thereof. The signal at 412 can result in a target thermal profile of the propulsion system inverter that corresponds to thermal fatigue.

[0101] Figure 5 is a flowchart generally showing an alternative method 500 of controlling a propulsion system inverter in accordance with the principles of the present disclosure. At 502, the method 500 receives vehicle parameters. For example, the PAC 124 can receive various vehicle parameters of the vehicle 10 from any of the components described herein.

[0102] At 504, the method 500 receives inverter characteristics of the propulsion system inverter, the inverter characteristics corresponding to thermal mass of various inverter components, thermal transfer characteristics, inverter power loss characteristics, thermal states of the inverter, and fatigue characteristics, costs, thermal states, and combinations thereof of the inverter. For example, the PAC 124 can receive various inverter characteristics of the propulsion system inverter.

[0103] At 506, the method 500 receives route characteristics. For example, the PAC 124 receives various route characteristics (e.g., route characteristics of a route that the vehicle 10 is currently traversing or will traverse) and other information from any other component described herein. In some embodiments, the route characteristics include segments with varying gradients. In some embodiments, the method continues at 508. In some embodiments, the method continues at 510.

[0104] At 508, the method 500 determines a target thermal profile of the propulsion system inverter, e.g., corresponding to thermal fatigue. For example, the PAC 124 uses the vehicle parameters, associated operating costs, component thermal states, and other route characteristics, such as historical route characteristics associated with routes previously traversed by the vehicle, route characteristics associated with routes previously traversed by similar vehicles having similar propulsion system inverters (e.g., from the remote computing device 132 and / or the V2X communication module 130), other suitable route characteristics, or combinations thereof, to determine the target thermal profile of the propulsion system inverter. In some embodiments, the V2X communication module 130 can receive an output efficiency model of the propulsion system inverter or thermal characteristics (e.g., thermal mass) of various propulsion system inverter components. In some embodiments, the thermal profile includes determining a profile for a target vehicle speed, a target torque allocation, and a resulting inverter thermal profile related to route characteristics, inverter thermal fatigue costs, propulsion system efficiency, fuel consumption efficiency, or time efficiency. For example, as described, the PAC 124 determines a profile for a target vehicle speed and / or a target torque allocation based on the vehicle parameters, route characteristics, thermal characteristics of the propulsion system inverter corresponding to thermal fatigue, other received information received from the components described herein. The profile of the target vehicle speed and / or the target vehicle torque allocation corresponds to a vehicle speed and / or a torque allocation that provides optimal or improved inverter thermal fatigue life and energy consumption efficiency of the vehicle 10 when implemented by the vehicle 10.

[0105] At 510, the method 500 generates a signal for a vehicle speed recommendation that can be acquired by a vehicle speed control input. For example, the PAC 124 generates a vehicle speed recommendation based on a profile of a target vehicle speed as modified by the inverter target thermal profile. At 512, the method 500 provides the vehicle speed recommendation to a driver. For example, the PAC 124 can provide the vehicle speed recommendation to a driver of the vehicle 10 using the display 122, a mobile computing device, or other suitable device or display that can provide the vehicle speed recommendation to a driver of the vehicle 10. For example, the driver of the vehicle 10 can adhere to the vehicle speed recommendation or ignore the vehicle speed recommendation. The vehicle speed recommendation corresponds to a vehicle speed that, when reached by the vehicle 10, results in reduced thermal fatigue or lower operating costs for the propulsion system inverter. For example, the PAC 124 can continuously update the profile of the target vehicle speed assignment as the vehicle 10 continues through the route and based on updated traffic information, vehicle information, route information, other information, or combinations thereof.

[0106] Figure 6 is a flowchart generally illustrating an alternative method 600 of controlling a propulsion system inverter in accordance with the principles of the present disclosure. At 602, the method 600 can identify at least one route characteristic of a portion of a route being traversed by a vehicle. For example, the PAC 124 can receive data corresponding to gradients, traffic conditions, and other factors as described from a remotely located computing device. At 604, the method 600 receives inverter characteristics of a propulsion system inverter corresponding to thermal mass of various inverter components, thermal transfer characteristics, inverter power loss characteristics, thermal state of the inverter, and fatigue characteristics, cost, thermal state, and combinations thereof of the inverter. For example, the PAC 124 can receive various inverter characteristics of the propulsion system inverter.

[0107] At 606, the method 600 includes generating a target thermal profile for the propulsion system inverter. For example, at 608, the method 600 can include generating a profile of a current output efficiency of the propulsion system inverter. At 610, the method 600 can include corresponding the target thermal profile to a reduction in thermal fatigue of the propulsion system inverter. At 612, the method 600 can include corresponding the target thermal profile to a reduction in operating costs.

[0108] At 614, the method 600 can include generating a signal to selectively instruct an adjustment to at least one of a vehicle speed control input, a torque demand corresponding to the vehicle speed control input, and a portion of a path based on a target thermal profile of the propulsion system inverter. The signal can be generated in the form of a recommendation to an operator and / or an instruction to the VPC 102. At 616, the method 600 can include generating a signal corresponding to a recommended route. At 618, the method 600 can include generating a signal corresponding to a recommended speed along at least one segment of the route. For example, at 618, the recommended speed can be implemented via a signal to a torque allocation controller signal or a torque demand signal. In some embodiments, at 618, the method includes modifying the target vehicle speed profile by adjusting the vehicle speed control input based on at least one segment of the route having a varying grade. At 620, the method 600 can include generating a signal of a recommended torque, such as a torque demand or a torque allocation. At 622, the method 600 can include generating a signal to allocate a coolant. For example, the PAC can generate a signal upon anticipation of or in response to a road or driving characteristic. The characteristic can include a change in road grade (e.g., incline), stop and go traffic, a change in speed limit, a change in target vehicle speed, a change in inverter current profile, a change in thermal profile, a change in thermal state, a change in efficiency of the propulsion system inverter 106, or a combination thereof. The coolant can be a liquid, a solid-state coolant, or a gas that is allocated.

[0109] At 624, the method can include generating a signal on at least one of the HMI 104 or a mobile device. At 626, the method 600 can include generating a signal and communicating the signal directly to the VPC.

[0110] In some embodiments, the method can include generating a target vehicle speed profile for traversing a portion of a route and selectively adjusting a vehicle speed control input based on the target vehicle speed profile.

[0111] In some embodiments, a method for controlling a propulsion system inverter includes identifying at least one route characteristic of a portion of a route being traversed by a vehicle. The method further includes receiving at least one inverter characteristic. The method further includes generating a target thermal profile of the propulsion system inverter corresponding to thermal fatigue associated with the at least one inverter characteristic. The method further includes generating a signal to selectively instruct an adjustment to at least one of a vehicle speed control input, a torque demand corresponding to the vehicle speed control input, and a portion of a path based on a target thermal profile of the propulsion system inverter.

[0112] In some embodiments, generating a thermal profile of a propulsion system inverter includes generating a thermal state condition of the inverter from thermal mass of the inverter and internal components, and thermal inputs based at least in part on at least one of a vehicle speed control input and a torque demand. In some embodiments, generating the thermal state condition further includes at least one of measuring a conductive heat transfer coefficient and a convective heat transfer coefficient within the inverter, and predicting a conductive heat transfer coefficient and a convective heat transfer coefficient within the inverter based at least in part on at least one of the vehicle speed control input and the torque demand. In some embodiments, generating the thermal state condition further includes determining an inverter output efficiency based at least in part on a torque generated by the torque demand. In some embodiments, the generated signal includes instructions for at least one of maintenance and inverter replacement once a current inverter remaining life falls below a threshold limit. In some embodiments, the generated signal includes instructions for adjusting the torque demand from a vehicle propulsion controller. In some embodiments, the generated signal includes instructions for adjusting the torque demand from a driver desired vehicle speed control input. In some embodiments, the generated signal includes instructions for pre-controlling coolant to the propulsion system inverter based on at least one route characteristic of a portion of a route being traversed by the vehicle. In some embodiments, the target thermal profile of the propulsion system inverter is related at least in part to a current fuel price and an inverter damage cost corresponding to at least one of inverter thermal fatigue, output efficiency degradation (e.g., a change in output efficiency), maintenance cost, and replacement cost.

[0113] In some embodiments, an apparatus for controlling a propulsion system inverter of a vehicle includes a memory and a processor. The memory includes instructions executable by the processor to identify at least one route characteristic of a portion of a route being traversed by the vehicle, generate a target vehicle speed profile for traversing the portion of the route, selectively adjust a vehicle speed control input based on the target vehicle speed profile, generate a target thermal profile of the propulsion system inverter corresponding to thermal fatigue, and generate a signal to selectively instruct adjustment of at least one of the vehicle speed control input, a torque demand corresponding to the vehicle speed control input, and the portion of the route based on the target thermal profile of the propulsion system inverter.

[0114] In some embodiments, generating a thermal profile of a propulsion system inverter includes generating a thermal state condition of the inverter from thermal mass of the inverter and internal components, and thermal inputs based at least in part on at least one of a vehicle speed control input and a torque demand. In some embodiments, generating the thermal state condition further includes at least one of measuring a conductive heat transfer coefficient and a convective heat transfer coefficient within the inverter, and predicting a conductive heat transfer coefficient and a convective heat transfer coefficient within the inverter based at least in part on at least one of the vehicle speed control input and the torque demand. In some embodiments, generating the thermal state condition further includes determining an inverter output efficiency based at least in part on a torque generated by the torque demand. In some embodiments, the generated signal includes an instruction to at least one of perform maintenance and replace the inverter once the current inverter output efficiency or remaining life falls below a threshold limit. In some embodiments, the generated signal includes an instruction to adjust the torque demand from a vehicle propulsion controller. In some embodiments, the generated signal includes an instruction to adjust the torque demand from a driver desired vehicle speed control input. In some embodiments, the generated signal includes an instruction to pre-control coolant to the propulsion system inverter based on at least one route characteristic of a portion of a route being traversed by the vehicle. In some embodiments, the target thermal profile of the propulsion system inverter is related at least in part to a current fuel price and an inverter damage cost corresponding to at least one of an inverter output efficiency degradation (e.g., a change in output current), a maintenance cost, a fatigue life reduction, and a replacement cost.

[0115] In some embodiments, a non-transitory computer-readable storage medium includes executable instructions that, when executed by a processor, facilitate performance of operations comprising: identifying at least one route characteristic of a portion of a route being traversed by a vehicle; receiving at least one inverter characteristic; generating a target thermal profile of a propulsion system inverter corresponding to a thermal fatigue associated with the at least one inverter characteristic; and generating a signal to selectively instruct an adjustment to at least one of a vehicle speed control input, a torque demand corresponding to the vehicle speed control input, and the portion of the route based on the target thermal profile of the propulsion system inverter.

[0116] In some embodiments, the target thermal profile of the propulsion system inverter is related at least in part to a current fuel price and an inverter damage cost corresponding to at least one of an inverter output efficiency degradation, a maintenance cost, a fatigue life reduction, and a replacement cost.

[0117] The above discussion is meant to be illustrative of the principles and various embodiments of the present application. Numerous variations and modifications will become apparent to those skilled in the art once the above disclosure is fully appreciated. It is intended that the following claims be interpreted to include all such variations and modifications.

[0118] The word "example" is used herein to mean serving as an example, instance, or illustration. Any aspect or design described herein as "example" is not necessarily to be construed as preferred or advantageous over other aspects or designs. Rather, the word "example" is used herein to present concepts in a concrete fashion. As used in this application, the term "or" is intended to mean an inclusive "or" rather than an exclusive "or". That is, unless specified otherwise, or clear from context, "X includes A or B" is intended to mean any of the natural inclusive permutations. That is, if X includes A; X includes B; or X includes both A and B, then "X includes A or B" is satisfied under any of the foregoing instances. In addition, the articles "a" and "an" as used in this application and the appended claims should generally be construed to mean "one or more" unless specified otherwise or clear from context to be directed to a singular form. Moreover, use of the term "implementation" or "one implementation" throughout is not intended to mean a same implementation or implementation unless so described.

[0119] Implementations of the systems, algorithms, methods, instructions, and / or the like described herein can be realized in hardware, software, or any combination thereof. Hardware can include, for example, computers, intellectual property (IP) cores, application specific integrated circuits (ASICs), programmable logic arrays, optical processors, programmable logic controllers, microcode, microcontrollers, servers, microprocessors, digital signal processors, or any other suitable circuit. In the claims, the term "processor" should be understood as encompassing any of the foregoing hardware, whether or not utilized individually or in combination. The terms "signal" and "data" are used interchangeably.

[0120] As used herein, the term module can include a packaged functional hardware unit designed for use with other components, a set of instructions executable by a controller (e.g., a processor executing software or firmware), processing circuitry configured to perform a specific function, and a self-contained hardware or software component that is configured to perform a specific function and to interact with a larger system of which it is a part. For example, a module can include an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a circuit, a digital logic circuit, an analog circuit, a combination of discrete circuits, gates, and other types of hardware, or combinations thereof. In other embodiments, a module can include memory storing instructions executable by a controller to implement features of the module.

[0121] Further, in one aspect, for example, the systems described herein can be implemented using a general purpose computer or general purpose processor having computer programs configured to perform respective methods, algorithms, and / or instructions described herein when executed. Additionally or alternatively, for example, a special purpose computer / processor can be utilized which can include other hardware for implementing any of the methods, algorithms, or instructions described herein.

[0122] Further, all or portions of implementations of the present disclosure can take the form of a computer program product accessible from, for example, a computer-usable or computer-readable medium. A computer-usable or computer-readable medium can be any device that can, for example, tangibly contain, store, communicate, or transport the program for use by or in connection with any processor. The medium can be, for example, an electronic, magnetic, optical, electromagnetic, or a semiconductor device. Other suitable mediums are also available.

[0123] The embodiments, implementations, and aspects described above have been described to allow easy understanding of the application and do not limit the application. Instead, the application is intended to cover various modifications and equivalent arrangements included within the scope of the appended claims, which should be accorded the broadest interpretation so as to encompass all such modifications and equivalent structures as are permitted under the law.

Claims

1. A method of controlling a propulsion system inverter, the method comprising: identifying at least one route characteristic of a portion of a route being traversed by a vehicle; receiving at least one inverter characteristic; generating a target thermal profile of the propulsion system inverter corresponding to thermal fatigue associated with the at least one route characteristic and the at least one inverter characteristic, wherein generating the target thermal profile comprises calculating a damage cost of the propulsion system inverter based on a level and rate of change of an output current of the propulsion system inverter while traversing the portion of the route, wherein the damage cost comprises at least calculating a reduction in life of the propulsion system inverter due to traversing the portion of the route; and generating a signal to selectively instruct an adjustment of at least one of a vehicle speed control input, a torque demand corresponding to the vehicle speed control input, and the portion of the route based on the target thermal profile of the propulsion system inverter.

2. The method of claim 1, wherein, Generating the target thermal profile of the propulsion system inverter comprises generating a thermal state condition of the propulsion system inverter and internal components from thermal mass and thermal inputs based at least in part on at least one of the vehicle speed control input and the torque demand.

3. The method of claim 2, wherein, Generating the thermal state condition further comprises at least one of measuring a conduction heat transfer coefficient and a convection heat transfer coefficient within the propulsion system inverter and predicting a conduction heat transfer coefficient and a convection heat transfer coefficient within the propulsion system inverter based at least in part on at least one of the vehicle speed control input and the torque demand.

4. The method of claim 2, wherein, Generating the thermal state condition further comprises determining an inverter output efficiency based at least in part on a torque generated by the torque demand.

5. The method of claim 4, wherein, The generated signal comprises an instruction to at least one of perform maintenance and replace the inverter once a current inverter output efficiency or remaining life falls below a threshold limit.

6. The method of claim 1, wherein, The generated signal comprises an instruction to adjust the torque demand from a vehicle propulsion controller.

7. The method of claim 1, wherein, The generated signal comprises an instruction to adjust the torque demand from a driver desired vehicle speed control input.

8. The method of claim 1, wherein, The generated signal comprises an instruction to pre-apply a coolant to the propulsion system inverter based on at least one route characteristic of the portion of the route being traversed by the vehicle.

9. The method of claim 1, wherein, The damage cost further comprises at least one of an inverter output efficiency degradation, a maintenance cost, and a replacement cost.

10. An apparatus for controlling a propulsion system inverter of a vehicle, the apparatus comprising: a memory; and a processor, wherein the memory includes instructions executable by the processor for: identifying at least one route characteristic of a portion of a route being traversed by the vehicle; receiving at least one inverter characteristic; generating a target thermal profile for the propulsion system inverter corresponding to thermal fatigue associated with the at least one route characteristic and the at least one inverter characteristic, wherein generating the target thermal profile includes calculating a damage cost for the propulsion system inverter based on a level and rate of change of an output current of the propulsion system inverter while traversing the portion of the route, wherein the damage cost includes at least calculating a reduction in life of the propulsion system inverter due to traversing the portion of the route; and generating a signal to selectively instruct an adjustment of at least one of a vehicle speed control input, a torque demand corresponding to the vehicle speed control input, and the at least one route characteristic of the portion of the route based on the target thermal profile for the propulsion system inverter.

11. The apparatus of claim 10, wherein, Generating the target thermal profile for the propulsion system inverter includes generating a thermal state condition of the propulsion system inverter from thermal masses and thermal inputs of the propulsion system inverter and internal components based at least in part on at least one of the vehicle speed control input and the torque demand.

12. The apparatus of claim 11, wherein, Generating the thermal state condition further includes at least one of measuring a conductive and convective heat transfer coefficient within the propulsion system inverter and predicting a conductive and convective heat transfer coefficient within the propulsion system inverter based at least in part on at least one of the vehicle speed control input and the torque demand.

13. The apparatus of claim 11, wherein, Generating the thermal state condition further includes determining an inverter output efficiency based at least in part on a torque generated by the torque demand.

14. The apparatus of claim 13, wherein, The generated signal includes an instruction to at least one of perform maintenance and replace the inverter once a current inverter output efficiency or fatigue remaining life reaches below a threshold limit.

15. The apparatus of claim 10, wherein, The generated signal includes an instruction to adjust the torque demand from a vehicle propulsion controller.

16. The apparatus of claim 10, wherein, The generated signal includes an instruction to adjust the torque demand from a driver desired vehicle speed control input.

17. The apparatus of claim 10, wherein, The generated signal includes an instruction to pre-control coolant to the propulsion system inverter based on at least one route characteristic of the portion of the route being traversed by the vehicle.

18. The apparatus of claim 10, wherein, The damage cost further includes at least one of an inverter output efficiency degradation, a maintenance cost, and a replacement cost.

19. A non-transitory computer-readable storage medium comprising executable instructions that, when executed by a processor, facilitate performance of operations comprising: identifying at least one route characteristic of a portion of a route being traversed by a vehicle; receiving at least one inverter characteristic; generating a target thermal profile for a propulsion system inverter corresponding to thermal fatigue associated with the at least one route characteristic and the at least one inverter characteristic, wherein generating the target thermal profile includes calculating a damage cost for the propulsion system inverter based on a level and rate of change of an output current of the propulsion system inverter while traversing the portion of the route, wherein the damage cost includes at least calculating a reduction in life of the propulsion system inverter due to traversing the portion of the route; and generating a signal to selectively instruct an adjustment to at least one of a vehicle speed control input, a torque demand corresponding to the vehicle speed control input, and the portion of the route based on the target thermal profile for the propulsion system inverter.

20. The non-transitory computer-readable storage medium of claim 19, wherein, the damage cost further includes at least one of inverter output efficiency degradation, maintenance cost, and replacement cost.

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