Minimum and maximum torque capabilities for transmission torque intervention

Abstract

Aspects of the invention relate to control systems, vehicles, methods, and computer-readable instructions. A control system is adapted to manage torque of a vehicle. A control system includes one or more controllers and is configured to: receive torque availability data at the one or more controllers, the torque availability data representing an amount of torque available for supply by a propulsion system of a vehicle; and calculating, by the one or more controllers, at least one of an upper limit of torque available for torque intervention calculated based on the torque availability data or a lower limit of torque available for torque intervention calculated based on the torque availability data. Then, when the control system receives, at the one or more controllers, a torque intervention request including a request to increase or decrease torque supplied by a propulsion system of the vehicle, the one or more controllers determine whether a request to increase or decrease torque supplied by a propulsion system of the vehicle exceeds at least one of an upper limit or a lower limit of torque that may be supplied by the propulsion system of the vehicle. The torque intervention request may then be adjusted such that the request to increase or decrease the torque supplied by the propulsion system of the vehicle does not exceed the at least one of the upper or lower limit of the torque that may be supplied by the propulsion system of the vehicle, and implemented to increase or decrease the torque supplied by the propulsion system of the vehicle.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a control system for managing a torque intervention of a transmission of a vehicle. Aspects of the invention relate to a control system and a method for managing such an intervention. BACKGROUND

[0002] It is known to provide a system in a vehicle that provides torque from a powertrain or propulsion system of the vehicle to drive the vehicle. Conventionally, when the vehicle is in motion, the transmission of the vehicle can receive a request to change the torque supplied by the propulsion system of the vehicle. Such a request to change the torque supplied by the propulsion system can be described as a request for a torque intervention, and can occur as a result of, for example, a gear shift. However, if the amount of torque available for supply from the propulsion system is insufficient to meet the amount of torque requested in the requested torque intervention, the quality of the gear shift can be degraded and the driving performance of the vehicle can be compromised. It is an object of the invention to address one or more of these shortcomings. SUMMARY

[0003] Aspects and embodiments of the invention provide a control system, system, vehicle, method and computer readable instructions as claimed in the appended claims.

[0004] According to an aspect of the invention, there is provided a control system for managing torque of a vehicle, the control system comprising one or more controllers, and wherein the control system is configured to: receive, at the one or more controllers, torque availability data, the torque availability data representing an amount of torque available for supply by a propulsion system of the vehicle for a predetermined period of time; and calculate, by the one or more controllers, at least one of an upper limit of torque available for a torque intervention during the predetermined period of time calculated based on the torque availability data or a lower limit of torque available for a torque intervention during the predetermined period of time calculated based on the torque availability data.

[0005] The aspect of the invention can further comprise the control system being further configured to: receive, at the one or more controllers, a torque intervention request, the torque intervention request comprising a request to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined period of time; determine, by the one or more controllers, whether the request to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined period of time exceeds the at least one of the upper limit or the lower limit of torque available for supply by the propulsion system of the vehicle;

[0006] The aspect of the application can also include that the control system is further configured to adjust, by the one or more controllers and based on the determination, the torque intervention request such that the request to increase or decrease the torque supplied by the propulsion system of the vehicle does not exceed the at least one of the upper limit or the lower limit on the torque available for supply by the propulsion system of the vehicle during the predetermined time period. The aspect of the application can also include that the control system is further configured to implement, by the one or more controllers, the adjusted torque intervention request to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined time period. In this way, the control system is able to implement torque interventions (e.g., gear shifts) that more closely reflect the torque available for supply by the powertrain of the vehicle. As a result, the quality of subsequent torque interventions (e.g., gear shifts) and the drivability of the vehicle are improved or maintained as compared to torque interventions that request more torque than the powertrain is currently able to provide (i.e., the powertrain transmits insufficient torque during the torque intervention).

[0007] Optionally, the one or more controllers include a first control module and a second control module, wherein the first control module is configured to receive the torque availability data and calculate the at least one of the upper limit or the lower limit on the torque available for supply by the propulsion system of the vehicle based on the torque availability data. The second control module is optionally configured to perform one or more of the following: receive the torque intervention request; determine whether the request to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined time period exceeds the at least one of the upper limit or the lower limit; adjust the torque intervention request based on the determination; and implement the adjusted torque intervention request.

[0008] Optionally, the torque availability data includes at least one of an upper limit on the torque that can be supplied by the electric motor of the propulsion system of the vehicle during the predetermined time period and a lower limit on the torque that can be supplied by the electric motor of the propulsion system of the vehicle during the predetermined time period; and the control system is further configured to calculate, by the first control module, at least one of: an upper limit on the torque available for the torque intervention based on the upper limit on the torque that can be supplied by the electric motor of the propulsion system of the vehicle during the predetermined time period; and a lower limit on the torque available for the torque intervention based on the lower limit on the torque that can be supplied by the electric motor of the propulsion system of the vehicle during the predetermined time period.

[0009] In this way, and in the case that the vehicle in question has an electric motor (or electric machine), the control system is able to calculate an upper limit and / or a lower limit that can be specifically supplied by the electric motor (or electric machine). This further allows the control system to implement the received torque intervention request that reflects the torque available for being supplied by the electric machine of the vehicle. As a result, the quality of the subsequent torque intervention (e.g. gear shift) and the driving performance of the vehicle are further improved or maintained compared to a torque intervention that requests more torque than the powertrain is currently able to provide (i.e. the electric machine does not deliver enough torque during the torque intervention).

[0010] Optionally, the torque availability data comprises at least one of an upper limit of torque that can be supplied by the engine of the propulsion system of the vehicle during the predetermined time period and a lower limit of torque that can be supplied by the engine of the propulsion system of the vehicle during the predetermined time period; and the control system is further configured to calculate, by the first control module, at least one of: an upper limit of torque available for the torque intervention calculated based on the upper limit of torque that can be supplied by the engine of the propulsion system of the vehicle during the predetermined time period; and a lower limit of torque available for the torque intervention calculated based on the lower limit of torque that can be supplied by the engine of the propulsion system of the vehicle during the predetermined time period.

[0011] In this way, and in the case that the vehicle in question has an engine (e.g. an internal combustion engine), the control system is able to calculate an upper limit and / or a lower limit that can be specifically supplied by the engine (e.g. internal combustion engine). This further allows the control system to implement the received torque intervention request that reflects the torque available for being supplied by the engine (e.g. internal combustion engine) of the vehicle. As a result, the quality of the subsequent torque intervention (e.g. gear shift) and the driving performance of the vehicle are further improved or maintained compared to a torque intervention that requests more torque than the engine (e.g. internal combustion engine) is currently able to provide (i.e. the engine does not deliver enough torque during the torque intervention).

[0012] Optionally, the torque availability data comprises a state of a clutch of the vehicle during the predetermined time period; and the control system is further configured to calculate, by the first control module, at least one of: an upper limit of torque available for the torque intervention calculated based on the state of the clutch during the predetermined time period; and a lower limit of torque available for the torque intervention calculated based on the state of the clutch during the predetermined time period.

[0013] In this way, the control system is able to calculate an upper limit and / or a lower limit based on the current state of the clutch of the vehicle. By taking into account the current state of the clutch of the vehicle, this improves how the calculated upper limit and / or lower limit reflects the current ability of the powertrain of the vehicle to deliver torque. As a result, the quality of the subsequent torque intervention (e.g. gear shift) and the driving performance of the vehicle are further improved or maintained.

[0014] Optionally, wherein the control system is further configured to: receive, at the second control module, a stability control intervention demand to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined time period; adjust, by the second control module, the at least one of the upper limit and the lower limit of the torque available for the torque intervention during the predetermined time period such that the at least one of the upper limit and the lower limit of the torque available for the torque intervention during the predetermined time period does not exceed the demand to increase or decrease the torque supplied by the propulsion system of the vehicle in the stability control intervention.

[0015] The control system can optionally be configured to implement, by the second control module, the stability control intervention demand to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined time period. In this way, by adjusting at least one of the upper limit and / or the lower limit based on the received stability control intervention, the control system is able to minimise the risk of a loss of stability of the vehicle (e.g. when the vehicle experiences a reduction in traction due to the current surface on which the vehicle is travelling). As a result, safety in such situations is improved.

[0016] Optionally, the control system is further configured to: calculate the at least one of the upper limit of the torque available for the torque intervention during the predetermined time period and the lower limit of the torque available for the torque intervention during the predetermined time period as a relative value of the absolute torque capable of being supplied by the propulsion system of the vehicle during the predetermined time period. In this way, at least one of the calculated upper limit and / or lower limit is provided in a format that is easier to interpret by the control system or other systems of the vehicle. As a result, the calculated upper limit and / or lower limit can be more efficiently processed by the control system or other systems of the vehicle.

[0017] According to an aspect of the present application, there is provided a vehicle comprising the control system of the previous aspect.

[0018] According to an aspect of the present application, there is provided a method for managing torque of a vehicle, the method comprising: receiving torque availability data, the torque availability data representing an amount of torque available for supply by a propulsion system of the vehicle over a predetermined time period; and calculating at least one of an upper limit of the torque available for the torque intervention during the predetermined time period calculated based on the torque availability data or a lower limit of the torque available for the torque intervention during the predetermined time period calculated based on the torque availability data.

[0019] The aspect of the invention can also include that the method further comprises receiving at least one of an upper limit and a lower limit of torque available for torque intervention during the predetermined time period; receiving a torque intervention request, the torque intervention request including a request to increase or decrease torque supplied by the propulsion system of the vehicle during the predetermined time period; and determining whether the request to increase or decrease torque supplied by the propulsion system of the vehicle during the predetermined time period exceeds the at least one of the upper limit or the lower limit of torque available for supply by the propulsion system of the vehicle.

[0020] The aspect of the invention can also include that the method further comprises adjusting the torque intervention request based on the determination such that the request to increase or decrease torque supplied by the propulsion system of the vehicle does not exceed the at least one of the upper limit or the lower limit of torque available for supply by the propulsion system of the vehicle during the predetermined time period. The aspect of the invention can also include that the method further comprises implementing the adjusted torque intervention request to increase or decrease torque supplied by the propulsion system of the vehicle during the predetermined time period.

[0021] Optionally, the torque availability data includes at least one of an upper limit of torque available to be supplied by the electric motor of the propulsion system of the vehicle during the predetermined time period and a lower limit of torque available to be supplied by the electric motor of the propulsion system of the vehicle during the predetermined time period. The method can then further comprise at least one of calculating the upper limit of torque available for torque intervention based on the upper limit of torque available to be supplied by the electric motor of the propulsion system of the vehicle during the predetermined time period and calculating the lower limit of torque available for torque intervention based on the lower limit of torque available to be supplied by the electric motor of the propulsion system of the vehicle during the predetermined time period.

[0022] Optionally, the torque availability data includes at least one of an upper limit of torque available to be supplied by the engine of the propulsion system of the vehicle during the predetermined time period and a lower limit of torque available to be supplied by the engine of the propulsion system of the vehicle during the predetermined time period. The method can then further comprise at least one of calculating the upper limit of torque available for torque intervention based on the upper limit of torque available to be supplied by the engine of the propulsion system of the vehicle during the predetermined time period and calculating the lower limit of torque available for torque intervention based on the lower limit of torque available to be supplied by the engine of the propulsion system of the vehicle during the predetermined time period.

[0023] Optionally, the torque availability data includes a state of a clutch of the vehicle during the predetermined time period. The method can then further comprise at least one of calculating the upper limit of torque available for torque intervention based on the state of the clutch during the predetermined time period and calculating the lower limit of torque available for torque intervention based on the state of the clutch during the predetermined time period.

[0024] Optionally, the method further comprises receiving a stability control intervention demand to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined time period; adjusting said at least one of the upper and lower limits of the torque available for the torque intervention during the predetermined time period such that said at least one of the upper and lower limits of the torque available for the torque intervention during the predetermined time period does not exceed the demand to increase or decrease the torque supplied by the propulsion system of the vehicle in the stability control intervention.

[0025] The method can then optionally comprise implementing the stability control intervention demand to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined time period based on the adjusted at least one of the upper and lower limits of the torque available for the torque intervention during the predetermined time period.

[0026] Optionally, the method can further comprise calculating said at least one of the upper limit of the torque available for the torque intervention during the predetermined time period and the lower limit of the torque available for the torque intervention during the predetermined time period as a relative value of the absolute torque capable of being supplied by the propulsion system of the vehicle during the predetermined time period.

[0027] The method also has the same advantages as described above in relation to the preceding aspects. The method can comprise further limitations of any of the preceding aspects. For example, the method can further comprise any of the control systems and / or implementations thereof. Likewise, the method can comprise the vehicle.

[0028] According to an aspect of the application, there is provided computer readable instructions arranged, when executed by a computer, to perform the method according to the preceding aspect.

[0029] Within the scope of the present application, it is expressly intended that each aspect, embodiment, example and alternative form set out in the foregoing paragraphs, in the claims, and / or the following description and drawings can be adopted by any other aspect, embodiment, example and alternative form set out therein, and that they are to be taken in an enabling and cooperative sense. That is, all embodiments and / or any features of any embodiment can be combined in any way, and / or in any combination, unless such a combination is not technically incoiporabie. Applicant reserves the right to change any originally claimed feature of the application or a corresponding structure thereof during prosecution of the application, including the right to amend into or in claim form dependent on any other claimed feature or to amend into any other claim form. Applicant also reserves the right to withdraw any originally claimed feature of the application or a corresponding structure thereof during prosecution of the application. BRIEF DESCRIPTION OF DRAWINGS

[0030] One or more embodiments of the application will now be described, by way of example only, with reference to the accompanying drawings in which:

[0031] Figure 1A vehicle according to an embodiment of the application is shown;

[0032] Figure 2 A schematic example of a transmission and powertrain of a vehicle according to an embodiment of the application is shown; Figure 1

[0033] Figure 3 A control system according to an embodiment of the application is shown;

[0034] Figure 4 An example plot of torque intervention according to some embodiments is shown;

[0035] Figure 5 A flowchart of the calculation of the upper limit of torque availability according to some embodiments is shown;

[0036] Figure 6 A flowchart of the calculation of the lower limit of torque availability according to some embodiments is shown; and

[0037] Figure 7 A flowchart of the function of a control system according to some embodiments is shown. DETAILED DESCRIPTION

[0038] A control system 100 according to an embodiment of the application is described herein with reference to the accompanying Figure 1 Figures. The control system 100 is suitable for controlling a powertrain of a vehicle 10 having a plurality of actuators 200. As Figure 2 shown in the accompanying drawings, the control system 100 is installed in the vehicle 10.

[0039] A vehicle 10 according to an embodiment of the application is described herein with reference to the accompanying Figure 1 Figures. In some examples, but not necessarily all examples, the vehicle 10 is a passenger vehicle, also known as a passenger car or car. In other examples, embodiments of the application can be implemented for other applications, such as commercial vehicles.

[0040] Figure 2 A diagrammatic example showing at least part of a powertrain 400 of the vehicle 10.

[0041] In this example, the vehicle powertrain 400 comprises a plurality of torque actuators 200 (which can also be referred to generally as power sources) which are selectively operable for the purpose of providing drive torque for accelerating or decelerating the vehicle 10. Torque sources refer to prime movers such as internal combustion engines 200a, electric machines 200b such as traction motors, etc.

[0042] ​In the illustrated example, the plurality of actuators 200 of the powertrain 400 comprises at least an internal combustion engine 200a (which can comprise an engine clutch 25) and an electric machine (or electric motor) 200b. In further examples, there can be other actuators or torque sources.

[0043] The electric machine 200b is an electric motor arranged to convert electrical energy into kinetic energy in the form of mechanical torque and is also arranged to convert kinetic energy in the form of kinetic energy into electrical energy. The electric machine 200b can be an alternating current induction motor or a permanent magnet motor, or other types of suitable known electric machines. The electric machine 200b is a traction motor configured to at least implement an electric mode comprising pure electric driving. That is, in some scenarios, the electric machine 200b can drive the vehicle 10 by itself (i.e. without the engine). Another term for the electric machine 200b is electric drive unit (EDU).

[0044] The vehicle 10 comprises a transmission system 300 comprising a transmission 310. The transmission 310 comprises an input clutch 14 (also commonly referred to as a coupling element) which transmits torque output by the plurality of torque actuators 200 of the powertrain 400 to a transmission input shaft 18. The input clutch 14 can be a wet clutch such as a torque converter or one or more automatically actuated friction clutches as found in e.g. a dual clutch transmission.

[0045] The transmission 310 further comprises a gear set and accompanying shift mechanism, which in combination are referred to as a combined gear shift mechanism 16. The gear set comprises a plurality of gears which can be selectively coupled into different gear trains to achieve a plurality of gear ratios between the transmission input shaft 18 and a transmission output shaft 20.

[0046] The clutches and their actuators form a shift mechanism. The shift mechanism is controlled to establish a selected gear ratio in dependence of control signals output by the control system 100, alternatively this can be achieved by a second control system within the vehicle 10 which is connected or connectable to and in communication with the first control system 100 of the present invention.

[0047] The control system 100 is also capable of controlling actuation of the input clutch 14.

[0048] The transmission output shaft 20 is connected to a final gear set 32, such as a pinion gear meshing with a ring gear, to transmit torque to an axle and thus to vehicle wheels 34.

[0049] For storing electrical energy for the electric machine 200b, the vehicle 10 comprises an electrical energy storage device 28. The electrical energy storage device 28 can be a traction battery. The traction battery 28 provides a nominal voltage required by electrical power consumers such as the electric machine 26.

[0050] The traction battery 28 can be a high voltage battery. The traction battery 28 can have a voltage and capacity to support electric-only driving for a distance. The traction battery 28 can have a capacity of several kilowatt-hours to maximize the range. The capacity can be in the range of tens of kilowatt-hours, or even over a hundred kilowatt-hours.

[0051] Although the traction battery 28 is illustrated as one entity, the functionality of the traction battery 28 can be implemented in a variety of small traction batteries at different locations on the vehicle 10 in a manner known in the art.

[0052] The inverter 30 converts between the DC output of the traction battery 28 and the AC input required by the motor 26.

[0053] In view of the above description of the vehicle 10, it will be appreciated that the vehicle 10 can be a full hybrid electric vehicle (HEV). However, in some examples, the vehicle 10 can differ from that shown in FIG. 1. The vehicle 10 can be a battery electric vehicle (BEV), a plug-in electric hybrid vehicle (PHEV), a mild hybrid electric vehicle (MHEV), an internal combustion engine vehicle (ICEV), etc. Figure 2

[0054] A MHEV does not have an electric-only propulsion mode, but the electric motor 200b can be configured to provide assistance, such as boosting the output torque of the engine 200a. In such vehicles, the electric motor 200b can not be sufficient to drive the vehicle 10 on electricity alone.

[0055] A BEV is a pure electric vehicle propelled by an electric motor 200b that receives power from an on-board traction battery 28. An ICEV is propelled by an engine 200a alone. In such systems, any on-board electric motor is used only as a starter-generator.

[0056] Figure 3 is an example of a control system 100. The control system includes one processor 112, although it will be appreciated that this is merely illustrative and that more than one processor 112 can be provided. The processor 112 includes a processing device 120 and a memory device 130. The processing device 120 can be one or more electronic processing devices 120 that are operable to execute computer-readable instructions. The memory device 130 can be one or more memory devices 130. The memory device 130 is electrically coupled to the processing device 120. The memory device 130 is configured to store instructions, and the processing device 120 is configured to access the memory device 130 and execute the instructions stored on the memory device 130.

[0057] ​The processor 112 comprises input means 140 and output means 150. The input means 140 can comprise electrical input terminals 140 of the processor 112. The output means 150 can comprise electrical output terminals 340 of the processor 112. The processor 112 can have an interface 111 comprising the input means 140 and the output means 150. The input means 140 are arranged to receive a torque intervention request signal 165 from a sensor. The torque intervention request signal 165 is an electrical signal indicative of a requirement to perform a torque intervention. The input means 140 are also arranged to receive one or more input parameters 166.

[0058] The control system 100 and the steps taken by the one or more processors 112 to control or manage the torque supplied by the powertrain (or propulsion system) 400 of the vehicle 10. The control system 100 can comprise one or more control modules 110 for controlling or managing the torque supplied by the powertrain (or propulsion system) 400 of the vehicle 10.

[0059] The control system 100 can comprise one or more modules 110. The one or more modules 110 of the control system 100 can comprise a powertrain control module 110a and a transmission control module 110b. In some embodiments, the same functions of the powertrain control module 110a and the transmission control module 110b can be performed by other modules or systems of the vehicle. Thus, the powertrain control module 110a and the transmission control module 110b can be referred to as a first control module 110a and a second control module 110b, respectively. Alternatively or additionally, in some embodiments, the powertrain control module 110a and the transmission control module 110b can be implemented separately or can be implemented as part of a single module. In some embodiments, the one or more controllers 115 of the control system 100 can comprise the one or more control modules 110.

[0060] The manner in which the control system 100 controls or manages the torque supplied by the powertrain (or propulsion system) 400 of the vehicle 10 will be discussed in more detail with the aid of Figure 4 to Figure 7 The manner in which the control system 100 controls or manages the torque supplied by the powertrain (or propulsion system) 400 of the vehicle 10 will be discussed in more detail with the aid of

[0061] In some embodiments, the control system 100 can also comprise a module or system for managing the stability of the vehicle 10 under certain driving conditions. For example, such a module or system can initiate an increased level of control of the vehicle 10 when it is determined that the vehicle 10 is on a surface with less grip (e.g. an icy surface, a surface with excessive water or any surface in which the grip is sufficiently reduced).

[0062] In such a case, the vehicle stability control module 110d and the stability control system 110c of the control system 100 can cause the control system 100 to automatically increase or decrease the torque supplied by the powertrain 400 to ensure that control of the vehicle 10 is maintained under those particular driving conditions. This can take the form of a chassis intervention demand (which can also be referred to as a stability control intervention or a stability intervention demand).

[0063] The control system 100 of the vehicle 10 or another system of the vehicle 10 can continuously assess whether a chassis / stability intervention is required. This assessment can take into account the current state of the control system 100 and / or the current state of the engine clutch (e.g. whether the clutch is open, closed or slipping). In some embodiments, the chassis / stability intervention demand can be represented as a positive or negative value. In some embodiments, when there is or an active chassis / stability intervention demand, this can take precedence over a torque intervention request (e.g. a gear shift), as will be discussed in more detail below.

[0064] The vehicle 10 comprises a plurality of torque actuators 200, each of which is a component or element of the powertrain 400 of the vehicle 10 that is capable of delivering torque to the transmission 300 of the vehicle 10. The plurality of torque actuators 200 can comprise one or more of an internal combustion engine 200a, an electric engine (or electric motor) 200b, an engine clutch 200c or a launch device 200d such as a clutch or torque converter.

[0065] Although the control system 100 as illustrated in Figure 3 will be appreciated that the various components and control modules shown in Figure 3 are illustrative only and can be omitted depending on the particular vehicle 10 in question. For example, the electric engine 200b can be omitted if the vehicle 10 is not an electric or hybrid vehicle, or the internal combustion engine 200a can be omitted if the vehicle is a fully electric vehicle 10. Similarly, other or additional components or control modules can be included depending on the particular vehicle 10 in question. Additionally and as discussed above, the control modules 110 of the control system 100 can be implemented as part of one or more controllers 115 or as separate control modules of the control system 100.

[0066] Figure 4 An example graph showing a conventional torque intervention is shown, which shows the relative minimum amount of torque that can be supplied by the powertrain 400 over a period of time, and the requested reduction in torque over that period of time according to a torque intervention request representing two consecutive gear upshifts.

[0067] Figure 4 The graph of Figure 4 can be labelled as follows:

[0068]

[0069] During torque intervention, such as during gear shifting in vehicle 10, the torque supplied by powertrain 400 is increased or decreased to meet a given demand. For example, during gear shifting in vehicle 10, transmission 300 sends a request for torque intervention to compensate for changes in input speed inertia, in order to avoid disturbances from positive slippage generated in the transmission. Powertrain 400 then supplies the requested torque increase.

[0070] Although the exact form of gear shifting, or actually torque intervention, can usually vary depending on the specific circumstances of the torque intervention request, Figure 4 The example graph is used to illustrate the general principle of torque intervention.

[0071] The system's torque capacity (e.g., the torque that can be transmitted from an internal combustion engine, hybrid vehicle battery, inverter, etc.) or available torque may vary based on current system or driving conditions. Therefore, when torque intervention is implemented, there may not be enough torque available to fully achieve torque intervention.

[0072] This is Figure 4 As shown, during two consecutive upshifts, there is not enough torque available to fully satisfy the torque intervention requirements. At t=0, no torque intervention occurs, and the powertrain 400 provides a consistent amount of torque to drive the vehicle 10 (due to...). Figure 4 The example curve is relative, so the torque is set to zero. At t=a, an upshift occurs, and the powertrain 400 receives a request for torque intervention (at...). Figure 4 (Shown as solid lines). During a request for torque intervention, the magnitude of the increase or decrease in torque supplied by the powertrain 400 varies over the time period in which the intervention occurs and is determined based on the specific circumstances at that time (i.e., each request for torque intervention will have its own specific distribution based on the current circumstances).

[0073] However, between t=a and t=b, the reduction in the requested torque supplied by the powertrain 400 is greater than the lower limit of the torque that the powertrain can transmit at that time. Therefore, between t=a and t=b, the powertrain 400 can only transmit torque reductions within the current lower limit of the torque (in... Figure 4 (shown as dashed lines in the diagram), thus creating areas of insufficient torque supply. It is emphasized here that, based on the current state of the actuators in the powertrain 400, any increase or decrease in torque that can be supplied by the powertrain 400 varies over time, and therefore has a lower limit (i.e., Figure 4The dashed line also changes over time. Then, this insufficiency of torque that can be supplied by the powertrain 400 compared to the request for torque intervention negatively impacts the quality of gear shifting.

[0074] At t=b, the first gear shift is completed, and the relative torque returns to its previous value (again, this is due to...). Figure 4 The example graph is relative, so the previous value was set to zero.

[0075] At t=c, a second gear upshift occurs, and the powertrain 400 receives another request for torque intervention. However, as previously stated, between t=c and t=d, the magnitude of the reduction in the requested torque supplied by the powertrain 400 is greater than the lower limit of the torque that the powertrain can transmit at that time. Therefore, between t=c and t=d, the powertrain 400 can only transmit up to a reduction of the current lower limit of the torque (within...). Figure 4 (shown as dashed lines in the diagram), thus creating a second region of insufficient torque supply. However, since the requested torque reduction is smaller than the torque reduction during upshifting in the first gear, this second region of insufficient torque supply is shorter and shallower, and can have a smaller negative impact on the quality of upshifting compared to the first region of insufficient torque supply. Therefore, in some cases, this short and shallow region of insufficient torque supply may be acceptable, or it may still lead to a deterioration in the quality of gear shifting.

[0076] After t=d, the power system is able to supply the requested reduction (i.e., because the magnitude of the requested reduction after t=d is within the lower limit of the torque that can be supplied by the power system 400 at that time).

[0077] This situation (where the powertrain is currently unable to meet the requested torque change) can be caused by a number of reasons. As a non-limiting example, the vehicle's high-voltage battery may be fully charged, reducing or limiting the minimum torque capability because the battery cannot be charged further (or further charging would be insufficient). As another non-limiting example, the vehicle's high-voltage battery may be very cold, resulting in reduced electrical availability. As another non-limiting example, the current temperature of the vehicle's engine can affect internal friction and the minimum fuel cut-off torque (i.e., when no fuel is currently injected into the engine). As another non-limiting example, the vehicle's engine may be turbocharged or not, thus affecting how much instantaneous torque can be delivered.

[0078] This then leads to insufficient transmission or neglect of transmission intervention by the powertrain, and (due to shift control and quality) changes in the vehicle's driving performance, resulting in degraded shift quality and potentially complete missed intervention.

[0079] The control system 100 of the present application is configured to manage the torque of the vehicle 10 to reduce or eliminate the problems identified above. In particular, the control system 100 is configured to calculate one or both of an upper and lower limit of the torque that can be supplied by the powertrain 400 of the vehicle 10 (as discussed with reference to Figure 5 and Figure 6 ) such that the requested torque intervention can be adjusted to fall within one or both of the calculated upper and lower limits (or between the calculated upper and lower limits) (as discussed with reference to Figure 7 ).

[0080] This therefore allows the transmission to better control each gear shift as the transmission identifies what torque can be delivered by the powertrain 400 rather than the transmission requesting an amount of torque that cannot currently be satisfied by the powertrain 400 (thereby having an impact on the quality of the gear shift).

[0081] In more detail, the powertrain control module 110a of the control system 100 is configured to receive torque availability data 500 from each of the plurality of torque actuators 200. The torque availability data 500 comprises an amount of torque that can be supplied by the associated torque actuator of the powertrain 400 of the vehicle 10.

[0082] In some embodiments, the torque availability data 500 can be collected in real-time (i.e. outside of the period of a gear shift) for each of the plurality of actuators 200. Here, each of the plurality of torque actuators 200 can collect the torque availability data 500 continuously, for example each time a certain predetermined period of time elapses. For example, each of the plurality of torque actuators 200 can collect the torque availability data 500 every 200 milliseconds. In another example, each of the plurality of torque actuators 200 can collect the torque availability data 500 every 2 seconds. Here, it will be understood that the predetermined period of time at which the torque availability data 500 is collected can be selected to be any suitable length of time.

[0083] The control system 100 then provides the torque availability data 500 to the powertrain control module 110a. The powertrain control module 110a is then able to use the torque availability data 500 to calculate an upper limit (or maximum, or upper threshold) 550a of the torque that is available for torque intervention during a predetermined period of time. For example, the powertrain control module 110a can calculate that the upper limit 550a of the currently available torque that can be supplied by the plurality of torque actuators 200 of the powertrain 400 for the current predetermined period of time is 800 Nm.

[0084] The powertrain control module 110a can then also use the torque availability data 500 to calculate a lower bound (or minimum, or lower threshold) 550b of the torque available for torque intervention during the predetermined time period based on the torque availability data 500. For example, the powertrain control module 110a can calculate that the lower bound 550b of the current available torque that can be supplied by the plurality of torque actuators 200 of the powertrain 400 for the current predetermined time period is 50 Nm.

[0085] The calculated upper bound 550a or maximum current available torque therefore reflects the maximum torque that can be supplied by the plurality of torque actuators 200 of the powertrain 400 during that current predetermined time period. Similarly, the calculated lower bound 550b or minimum current available torque reflects the minimum torque that can be supplied by the plurality of torque actuators 200 of the powertrain 400 during that current predetermined time period.

[0086] It will be appreciated that in all embodiments, the control system 100 can calculate one or both of the upper bound 550a and the lower bound 550b.

[0087] In some embodiments, each of the upper bound 550a and the lower bound 550b of the torque availability can be represented as a positive or negative value.

[0088] In other embodiments, each of the upper bound 550a and the lower bound 550b of the torque availability can be represented as an absolute value of the torque that can currently be supplied by the powertrain 400 (e.g. in Nm). This means that the upper bound 550a and the lower bound 550b include the current torque supplied by the powertrain 400 of the vehicle 10, and the torque that can be added or removed from that current supplied value.

[0089] For example, if the torque currently supplied by the powertrain 400 is +300 Nm, then the current absolute upper bound 550a can be +350 Nm (i.e. an additional torque of 50 Nm), and the current absolute lower bound 550b can be +220 Nm (i.e. an additional torque of -80 Nm).

[0090] In some embodiments, each of the upper bound 550a and the lower bound 550b of the torque availability can instead be represented as a relative value. Here, each of the upper bound 550a and the lower bound 550b of the torque availability can be represented as a relative value such that the initial current torque value is set to zero (i.e. no intervention has occurred). The upper bound 550a and the lower bound 550b are then represented as a relative change in torque that can be delivered by the powertrain 400.

[0091] For example, if the current torque being supplied by the powertrain 400 is +300 Nm, when the relative upper limit 550a and the relative lower limit 550b are represented, +300 Nm is considered to be zero, such that the current relative upper limit 550a can be +50 Nm and the current relative lower limit 550b can be -80 Nm.

[0092] Once the upper limit 550a and the lower limit 550b are calculated by the powertrain control module 110a, the powertrain control module 110a can send the calculated upper limit 550a and lower limit 550b to the transmission control module 110b.

[0093] Accordingly, the transmission control module 110b periodically receives the current available upper limit 550a and lower limit 550b for the torque that can be supplied by the powertrain 400 as a potential torque intervention. It will be appreciated that the frequency at which the transmission control module 110a receives the current upper limit 550a and the current lower limit 550b depends on the predetermined time period selected. Accordingly, if more updated values of the current available upper limit 550a and the current available lower limit 550b of torque availability are desired, a shorter predetermined time period should be selected (such that the powertrain control module 110a more frequently receives the torque availability data 500 and calculates the current upper limit 550a and the current lower limit 550b).

[0094] After the transmission control module 110b has received the most recent values of the upper limit 550a and the lower limit 550b, the transmission control module can receive a torque intervention request (e.g., immediately prior to a gear shift). Alternatively, in some embodiments, the transmission control module 110b can generate a torque intervention request. For example, the transmission control module 110b generates a torque intervention request in response to receiving a signal indicating a gear shift.

[0095] The transmission control module 110b can then determine whether the torque requested in the received torque intervention request exceeds the upper limit 550a or the lower limit 550b received from the powertrain control module 110a. If it is determined that the upper limit 550a or the lower limit 550b will be exceeded if the torque intervention request is implemented, the transmission control module 110b can adjust the torque intervention request such that the upper limit 550a or the lower limit 550b is not exceeded.

[0096] As an example, in one case (and as discussed above), powertrain control module 110a and transmission control module 110b can be components of one or more controllers 115 of control system 100. Based on the most recent torque availability data 500 (which can be received at the beginning of each 0.3 second predetermined time period), powertrain control module 110a can calculate that the relative upper limit 550a of torque currently available for supply by powertrain 400 is +50 Nm. Powertrain control module 110a can also calculate that the relative lower limit 550b of torque currently available for supply by powertrain 400 is -80 Nm. Powertrain control module 110a can then output these values to transmission control module 110b.

[0097] Then, at the beginning of the next 0.3 second predetermined time period, before receiving updated values of the calculated upper and lower limits 550a, 550b from powertrain control module 110a, transmission control module 110b can receive a torque intervention request. The torque intervention request can include a request to increase the torque supplied by the powertrain by +80 Nm (e.g., due to an upcoming gear downshift).

[0098] Transmission control module 110b can then determine whether the change in torque requested in the torque intervention request exceeds the upper or lower limit 550a, 550b of torque currently available for supply by powertrain 400. In this case, transmission control module 110b determines that the requested +80 Nm increase in torque would exceed the upper limit 550a of +50 Nm of currently available supplied torque. Therefore, there is not currently enough torque available for supply by powertrain 400 to satisfy the torque intervention request, affecting the quality of the gear shift and the drivability of vehicle 10.

[0099] Transmission control module 110b can then adjust the torque intervention request so that the upper limit 550a of available torque will not be exceeded if the torque intervention request is implemented. In this case, the torque intervention request is adjusted by transmission control module 110b to request an increase of +50 Nm instead of the previously requested +80 Nm.

[0100] The adjusted torque intervention request can then be implemented, and powertrain 400 is able to supply the additional +50 Nm of torque, such that the quality of the gear shift and the drivability of vehicle 10 are maintained.

[0101] In some embodiments, the control system 100 can receive a demand for a stability control intervention. Here, the stability control intervention can require an increase or decrease in the torque supplied by the powertrain 400 by a given amount to ensure that control of the vehicle is maintained. For example, it can be determined (by the control system 100 or by another system of the vehicle 10) that the vehicle 10 is at risk of losing traction with the current surface on which the vehicle 10 is travelling.

[0102] In such a scenario, the control system 100 can override one or both of the calculated upper limit 550a or lower limit 550b to meet the demand for the stability control intervention. For example, if the demand for the stability control intervention requires that the powertrain 400 be set a limit that is less than the calculated upper limit 550a or greater than the calculated lower limit 550b of the amount of torque that can be supplied (as an increase or decrease in torque), the control system 100 can adjust the upper limit 550a and / or the lower limit 550b so that the adjusted upper limit 550a and / or the adjusted lower limit 550b falls within the maximum and minimum limits set in the demand for the stability control intervention.

[0103] As an example, based on the most recent torque availability data 500 (which can be received at the start of a predetermined time period, for example, every 0.1 seconds), the powertrain control module 110a can calculate that the relative upper limit 550a of the torque currently available for supply by the powertrain 400 is +120 Nm. The powertrain control module 110a can also calculate that the relative lower limit 550b of the torque currently available for supply by the powertrain 400 is -90 Nm. The powertrain control module 110a can then output these values to the transmission control module 110b.

[0104] The transmission control module 110b, or in some embodiments the powertrain control module 110a, can then receive a demand for a stability control intervention at the start of the next predetermined time period (for example, the next 0.1 seconds) before receiving updated values for the calculated upper limit 550a and lower limit 550b from the powertrain control module 110a. The demand for the stability control intervention can include a maximum limit of +10 Nm of the torque supplied by the powertrain 400 (for example, due to an assessed risk of losing traction).

[0105] The transmission control module 110b (or, in some embodiments, the powertrain control module 110a) can then determine whether the maximum limit of torque included in the need for stability control intervention falls below the upper limit 550a of torque currently available for supply by the powertrain 400. In this case, the transmission control module 110b or the powertrain control module 110a determines that the maximum limit of +10 Nm of the requested torque will be lower than the upper limit 550a of +120 Nm of torque currently available for supply. Therefore, if the powertrain 400 is to supply an additional torque of up to +120 Nm, there may be a risk, for example, that the vehicle 10 may lose traction on the current driving surface.

[0106] Then, the transmission control module 110b (or in some embodiments, the powertrain control module 110a) can adjust the upper limit 550a so that the upper limit 550a of the available torque is limited to the maximum limit required for stability control intervention (i.e., +10 Nm).

[0107] Therefore, when the need for stability control intervention takes effect, any increase in torque supplied by the powertrain 400 will not result in the risk of loss of traction and will maintain the driving performance of the vehicle 10.

[0108] In some implementations, the upper limit 550a or the lower limit 550b may be calculated by the powertrain control module 110a based on existing requirements for stability control intervention (i.e., where the maximum or minimum torque value has been received as part of the requirements for stability control intervention). Alternatively, in some implementations, the powertrain control module 110a or transmission control module 110b of one or more controllers 115 may adjust the upper limit 550a or the lower limit 550b based on received requirements for stability control intervention after calculating the upper limit 550a and the lower limit 550b.

[0109] In some implementations, the transmission control module 110b or the powertrain control module 110a may set the upper limit 550a and / or the lower limit 550b to zero (i.e., the torque does not change) when there is a need for intervention in stability control.

[0110] The following reference Figure 5 and Figure 6 The discussion involves an example of how the powertrain control module 110a can calculate the upper limit 550a and lower limit 550b of the torque currently available to be supplied by the powertrain 400. Figure 5 and Figure 6 One or two of the methods can be executed simultaneously or continuously by the power system control module 110a according to specific requirements and circumstances.

[0111] What will be understood is that, by referenceFigure 5 and Figure 6 The particular method described is merely an example, and certain steps can be changed or replaced with other steps as appropriate in particular circumstances and for particular vehicles (e.g., where the vehicle 10 is a battery electric vehicle (BEV) or a full internal combustion engine vehicle (ICEV)).

[0112] Figure 5 A method 1000 is shown by which the powertrain control module 110a calculates an upper limit 550a (i.e., a maximum current available torque) of the current available torque supplied by the powertrain 400. It will be understood that, Figure 5 The method 1000 can be performed prior to receiving the torque intervention request (i.e., at a time t=a in Figure 4 The method 1000 can be performed prior to receiving the torque intervention request (i.e., at a time t=a in Figure 4 The method 1000 can be performed prior to receiving the torque intervention request (i.e., at a time t=a in

[0113] At step 1050, the torque availability data 500 is collected for each of the plurality of actuators 200. As discussed above, each of the plurality of torque actuators 200 can collect the torque availability data 500 continuously (i.e., in real-time), for example each time a certain predetermined period of time elapses.

[0114] The torque availability data 500 received by the powertrain control module 110a can include a maximum current available torque that can be delivered by the internal combustion engine 200a. This can take the form of a single value of available torque, or can take the form of a plurality of current available torque values. For example, in some embodiments, the torque availability data 500 can include a maximum current available torque that can be supplied by the internal combustion engine 200a, represented as a maximum available engine fast torque (e.g., a naturally aspirated torque that can be obtained from the engine quickly) and a maximum available engine slow torque (e.g., a turbocharged torque that can be obtained from the engine more slowly in the case that the engine has a turbo).

[0115] In such a scenario, in step 1100, the powertrain control module 110a can then make a calibratable selection between the maximum available engine fast torque and the maximum available engine slow torque to produce a single value of available torque for that actuator from the plurality of actuators 200.

[0116] It will be understood that, although Figure 5It is shown that both the maximum available engine fast torque and the maximum available engine slow torque are included in step 1100, but this can take the form of a single value of the current available torque that can be supplied by the internal combustion engine 200a (as discussed above). In such scenarios, no calibratable selection is required, and this single value of the maximum current available torque that can be delivered by the internal combustion engine 200a can be further processed in step 1150.

[0117] In some embodiments, the torque availability data 500 received by the powertrain control module 110a can also include a current engine clutch torque capacity. The current engine clutch torque capacity can be determined based on clutch shaping, where the amount of torque supplied by the engine can be a change in torque over an extended period of time (e.g., 500 Nm / s for several seconds), rather than a change in torque level over a short period of time (e.g., almost instantaneous from 200 Nm to 1000 Nm).

[0118] In such embodiments, the powertrain control module 110a can then select the minimum torque availability value between the current engine clutch torque capacity and the selected value in step 1100, which is between the maximum available engine fast torque and the maximum available engine slow torque, in step 1150.

[0119] Alternatively, in those embodiments where a single value of the maximum current available torque that can be supplied by the internal combustion engine 200a is provided, the powertrain control module 110a can select the minimum value between the current engine clutch torque capacity and the value of the maximum current available torque that can be supplied by the internal combustion engine 200a, in step 1150.

[0120] In some embodiments, the torque availability data 500 received by the powertrain control module 110a also includes a current maximum torque that can be delivered by the electric machine 200b (i.e., in the case where the vehicle 10 is an electric or hybrid vehicle or any other vehicle that includes an electric machine or motor).

[0121] In those embodiments where the torque availability data 500 received by the powertrain control module 110a includes a current maximum torque that can be delivered by the electric machine 200b, in step 1200, this value can be added to the torque value produced in step 1150.

[0122] In some embodiments, the torque availability data 500 received by the powertrain control module 110a can also include a current maximum combined torque that can be delivered by the powertrain 400. In these embodiments, in step 1250, the lower value between the value produced in step 1200 and the current maximum combined torque that can be delivered by the powertrain 400 is selected.

[0123] In some embodiments, the value produced in step 1250 is then processed in step 1300 as part of an arbitration based on the current engine clutch state. Such arbitration in step 1300 can include one or more of the minimum current available torque from the electric machine (i.e., electric motor) 200b, the maximum current available torque from the electric machine, the current engine clutch state, and the engine clutch torque capacity with internal shaping.

[0124] The value is then compared, in some embodiments, in step 1350 to any current required stability control intervention (or chassis control intervention). If a stability control intervention is required, the lower of the maximum value of the required stability control intervention and the output value from step 1300 is selected. That is, if a stability control intervention is required in a situation where the maximum value of the required torque for the stability control intervention is less than the value provided by step 1300, the powertrain control module 110a selects the value of the required torque for the stability control intervention.

[0125] The sign of the produced torque availability value can then be reversed, in some embodiments, in step 1400 if required.

[0126] Finally, in step 1450, the value (from step 1350, or from step 1400 if required, as discussed above) is output from the powertrain control module 110a as an upper limit 550a on the current available torque supplied by the powertrain 400.

[0127] As discussed above, this upper limit 550a on the current available torque supplied by the powertrain 400 can be expressed as an absolute value or a relative value as required.

[0128] It will be understood that, depending on the particular scenario and the particular vehicle 10 in question, the powertrain control module 110a can implement all or some of the steps discussed above and shown in FIG. 13. Figure 5 For example, in situations where the vehicle 10 in question is not an electric or hybrid vehicle, the powertrain control module 110a can forego step 1200 relating to the maximum current available torque from the electric machine (or electric motor) 200b and proceed directly to the next step in question.

[0129] Once the upper limit 550a or maximum current available torque is calculated, the powertrain control module 110a provides the upper limit 550a value to the transmission control module 110b.

[0130] Figure 6The method 2000 is shown by which the powertrain control module 110a calculates a lower limit 550b (i.e. a minimum current available torque) of the current available torque supplied by the powertrain 400. It will be understood that, Figure 6 The method 2000 can be performed prior to receiving the torque intervention request (i.e. before time t=a in Figure 4 The method 2000 can be performed prior to receiving the torque intervention request (i.e. before time t=a in Figure 4 The method 2000 can be performed prior to receiving the torque intervention request (i.e. before time t=a in

[0131] At step 2050, the torque availability data 500 is collected for each of the plurality of actuators 200. This can be done in the same way as step 1050 of the method 1000 as shown in Figure 5 As discussed above, each of the plurality of torque actuators 200 can collect the torque availability data 500 continuously (i.e. in real-time), for example each time a certain predetermined period of time elapses.

[0132] Here, the torque availability data 500 received by the powertrain control module 110a can include a minimum current available torque that can be delivered by the internal combustion engine 200a. This can take the form of a single value of available torque. In some embodiments, the minimum current available torque that can be delivered by the internal combustion engine 200a included in the torque availability data 500 can reflect the internal combustion engine 200a being in a fuel cut state (i.e. no fuel injection into the engine) or a fire state (i.e. when fuel is injected into the engine). Thus, this accounts for different possible engine controls and states during the transmission torque intervention.

[0133] In some embodiments, the torque availability data 500 received by the powertrain control module 110a can also include a minimum current available torque that can be delivered by the electric machine (or motor) 200b.

[0134] At step 2100, the sum of the minimum current available torque that can be delivered by the internal combustion engine 200a and the minimum current available torque that can be delivered by the electric machine (or motor) 200b is calculated.

[0135] In some embodiments, the torque availability data 500 received by the powertrain control module 110a can also include a current minimum combined torque that can be delivered by the powertrain 400. In these embodiments, at step 2150, the maximum between the value produced at step 2100 and the current minimum combined torque that can be delivered by the powertrain 400 can be selected.

[0136] In some embodiments, the value generated in step 2150 is then processed in step 2200 as part of the arbitration based on the current engine clutch state. This arbitration in step 2200 can include one or more of the minimum current available torque from the electric machine (or electric motor), the maximum current available torque from the electric machine, the current engine clutch state, and the engine clutch torque capacity with internal shaping. This can be done in substantially the same way as step 1300 of method 1000 as shown in FIG. 13B. Figure 5

[0137] This value is then compared, in some embodiments, to any current required stability control intervention (or chassis control intervention) in step 2250. If a stability control intervention is required, the higher value between the required stability control intervention and the output value from step 2200 is selected. That is, if a stability control intervention is required in the event that the minimum value of the required torque for that stability control intervention is greater than the value provided in step 2200, the powertrain control module 110a selects the value of the required torque for the stability control intervention.

[0138] In some embodiments, in the event that there is a stability control intervention, the powertrain control module 110a can set the lower limit 550b of the current available torque supplied by the powertrain 400 to zero. In such scenarios, the torque supplied by the powertrain 400 cannot be reduced (as the lower limit 550b is set to zero) despite any request for a torque intervention, in order to ensure that there is no risk of losing traction and to maintain the drivability of the vehicle 10.

[0139] In embodiments in which the lower limit 550b is expressed as a relative value, in step 2300 the value from step 2250 can be converted to a relative value using the current combined torque delivered by the powertrain 200a. That is, the torque currently delivered by the powertrain 400 can be used in step 2300 to convert the output value of step 2250 to a relative value when no torque intervention is occurring.

[0140] The sign of the torque availability value generated by step 2300 (or step 2250 in embodiments in which the lower limit 550b is not a relative value) can then be reversed in step 2350, if required. This can be necessary in scenarios in which, in some vehicles, a negative limit is expected to be negative for one vehicle application (or system of the vehicle), but that negative limit can require a positive value for another vehicle application (or system of the vehicle).

[0141] ​Finally, in step 2400, the value (from step 2350, or in some embodiments from step 2300) is output from the powertrain control module 110a as the lower limit 550b of the currently available torque supplied by the powertrain 400.

[0142] As discussed above with reference to step 2300, the lower limit 550b of the currently available torque supplied by the powertrain 400 can be expressed as an absolute value or a relative value as required.

[0143] It will be appreciated that, depending on the particular scenario and the particular vehicle in question, the powertrain control module 110a can implement all or some of the steps discussed above and illustrated in Figure 6 with reference to step 2300. For example, in the case that the vehicle 10 in question is not an electric or hybrid vehicle, the powertrain control module 110a can forego step 2100 relating to the minimum currently available torque of the electric machine (or electric motor) 200b and proceed directly to the next step in question.

[0144] Once the lower limit 550b or minimum currently available torque has been calculated, the powertrain control module 110a provides the lower limit 550b value to the transmission control module 110b.

[0145] Accordingly, Figure 3 and Figure 4 and the corresponding discussion above, allow the powertrain control module 110a to provide the transmission control module 110b with an upper limit 550a and a lower limit 550b of the currently available torque that can be delivered by the powertrain 400. Accordingly, the transmission control module 110b is allowed to adjust any received requests for torque intervention (e.g. requests for a gear change) so that the resulting increase or decrease in torque supplied by the powertrain does not exceed the upper limit 550a or lower limit 550b of the torque that is currently available to be supplied. This then improves the control and quality of gear changes and improves the overall driving performance of the vehicle 10.

[0146] Figure 7 A flowchart of a method 3000 illustrating the functionality of the control system 100 according to some embodiments is shown. In particular, Figure 7 The method 3000 is a method of operating a control system 100 of a vehicle 10 for managing the torque of the vehicle 10. It will be appreciated that, Figure 7 The steps 3050 to 3250 of the method 3000 can be performed prior to receiving a torque intervention request (i.e. before time t=a in Figure 4 or in response to receiving a torque intervention (i.e. at time t=a in Figure 4 or just prior to time t=a in

[0147] The method 3000 can be performed by the control system 100 as illustrated in Figure 3 In particular, the memory 130 can comprise computer readable instructions which, when executed by the processor 120, perform the method 3000 in accordance with an embodiment of the application.

[0148] At step 3050, torque availability data 500 is collected from each of the plurality of actuators 200 of the powertrain 400 (or power source) during a predetermined time period.

[0149] The torque availability data 500 is then provided to the powertrain control module 110a at step 3100. It will be appreciated that the powertrain control module 110a can also be referred to as a first control module. Thus, the torque availability data 500 received at the powertrain control module 110a (or first control module) represents an amount of torque available for supply by the propulsion system of the vehicle over the predetermined time period.

[0150] At step 3150, the powertrain control module 110a (or first control module) calculates an upper limit 550a of torque available for torque intervention during the predetermined time period based on the torque availability data 500.

[0151] At step 3200, the powertrain control module 110a (or first control module) calculates a lower limit 550b of torque available for torque intervention during the predetermined time period based on the torque availability data 500.

[0152] In some embodiments, one or both of steps 3150 and 3200 can be performed in accordance with the specific requirements of the scenario.

[0153] The powertrain control module 110a (or first control module) then provides the calculated upper limit 550a and / or the calculated lower limit 550b to the transmission control module 110b at step 3250. As discussed above, it will be appreciated that the transmission control module 110b can also be referred to as a second control module.

[0154] In some embodiments, the following steps from step 3300 can be considered optional. At step 3300, the transmission control module 110b (or second control module) can then receive a torque intervention request to increase or decrease the torque supplied by the powertrain 400 of the vehicle 10. In some embodiments, the transmission control module 110b (or second control module) can generate the torque intervention request (for example, in response to receiving a signal indicative of a gear shift).

[0155] The torque intervention request can be received during the predetermined time period or shortly after the predetermined time period (in the event that another upper limit 550a and lower limit 550b has not been received from the powertrain control module 110a). In some embodiments, the upper limit 550a and / or lower limit 550b can be determined and permanently set based on the initial set of torque availability data 500.

[0156] In some embodiments, at step 3350, the transmission control module 110b (or second control module) can then determine whether the request to increase or decrease the torque supplied by the powertrain 400 of the vehicle 10 exceeds the upper limit 550a or lower limit 550b of torque available for supply.

[0157] In those embodiments in which the transmission control module 110b (or second control module) determines at step 3350 that the request to increase or decrease the torque supplied by the powertrain 400 of the vehicle 10 does exceed the upper limit 550a or lower limit 550b of torque available for supply, the control system 100 proceeds to step 3400.

[0158] The transmission control module 110b (or second control module) can then adjust the torque intervention request, at step 3400, based on the determination of step 3350, such that the request to increase or decrease the torque supplied by the powertrain 400 of the vehicle does not exceed the upper limit 550a or lower limit 550b of torque available for supply.

[0159] The transmission control module 110b (or second control module) can then implement the adjusted torque intervention request to increase or decrease the torque supplied by the powertrain 400 of the vehicle 10, at step 3450.

[0160] Accordingly, since the adjusted torque intervention request does not exceed the upper limit 550a and lower limit 550b of the current available torque that can be supplied by the powertrain 400 (i.e. falls between the upper limit 550a and lower limit 550b), the control and quality of the resulting torque intervention (e.g. gear shift) is improved, thereby improving the overall driving performance of the vehicle 10.

[0161] As discussed above, it will be appreciated that the term upper limit can also be understood as an upper threshold. Likewise, it will be appreciated that the term lower limit can also be understood as a lower threshold.

[0162] As discussed above, Figure 5 to Figure 7Methods 1000, 2000 and 3000 are illustrated in accordance with one or more embodiments of the present application. Methods 1000 and 2000 are for calculating an upper limit 550a and a lower limit 550b, respectively, of the torque currently available for being supplied by the powertrain 400 during a current predetermined time period, to implement a received torque intervention request in a vehicle 10, such as the vehicle 10 illustrated in Figure 1 Methods 3000 is for managing the torque supplied by the powertrain 400 of the vehicle 10 by calculating an upper limit 550a and a lower limit 550b of the torque currently available for being supplied by the powertrain 400, to implement a received torque intervention request in a vehicle 10, such as the vehicle 10 illustrated in Figure 1 Methods 3000 is for managing the torque supplied by the powertrain 400 of the vehicle 10 by calculating an upper limit 550a and a lower limit 550b of the torque currently available for being supplied by the powertrain 400, to implement a received torque intervention request in a vehicle 10, such as the vehicle 10 illustrated in

[0163] Methods 1000, 2000 and 3000 can be performed by the control system 100 illustrated in Figure 3 In particular, the memory 130 can comprise computer readable instructions that, when executed by the processor 110, perform one or more of the methods 1000, 2000 and 3000 in accordance with one or more embodiments of the present application.

[0164] It will be understood that various changes and modifications can be made to the present application without departing from the scope thereof.

[0165] For the purposes of the present disclosure, it is to be understood that a reference to the “control system being configured” is to be understood as meaning “one or more controllers of the control system collectively being configured”. The controllers described herein can each comprise a control unit or computing device having one or more electronic processors collectively configured to perform the control system functions set out in the control system claims.

Claims

1. A control system for managing the torque of a vehicle, the control system comprising one or more controllers, wherein, The control system is configured to: Torque availability data is received at one or more controllers, the torque availability data representing the amount of torque available for supply by the vehicle's propulsion system within a predetermined time period; The controller calculates at least one of the upper limit of torque available for torque intervention during the predetermined time period, calculated based on the torque availability data, or the lower limit of torque available for torque intervention during the predetermined time period, calculated based on the torque availability data. Receive torque intervention requests at one or more controllers, the torque intervention requests including requests to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined time period; The controller determines whether a request to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined time period exceeds at least one of the upper limit or the lower limit of the torque that can be supplied by the propulsion system of the vehicle. The torque intervention request is adjusted by the one or more controllers and based on the determination such that the request to increase or decrease the torque supplied by the propulsion system of the vehicle does not exceed at least one of the upper limit or the lower limit of the torque that can be used by the propulsion system of the vehicle during the predetermined time period; and An adjusted torque intervention request is implemented by one or more controllers to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined time period.

2. The control system according to claim 1, wherein, The one or more controllers include a first control module and a second control module, wherein: The first control module is configured to receive the torque availability data and, based on the torque availability data, calculate at least one of the upper or lower limit of the torque available for supply by the propulsion system of the vehicle; and The second control module is configured to receive the torque intervention request, determine whether a request to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined time period exceeds at least one of the upper limit or the lower limit, adjust the torque intervention request based on the determination, and implement the adjusted torque intervention request.

3. The control system according to claim 2, wherein, The torque availability data includes at least one of an upper limit of the torque that can be supplied by the electric motor of the propulsion system of the vehicle during the predetermined time period and a lower limit of the torque that can be supplied by the electric motor of the propulsion system of the vehicle during the predetermined time period; and The control system is further configured to perform at least one of the following via the first control module: The upper limit of torque that can be used for torque intervention is calculated based on the upper limit of the torque that can be supplied by the electric motor of the propulsion system of the vehicle during the predetermined time period; as well as The lower limit of the torque that can be used for torque intervention is calculated based on the lower limit of the torque that can be supplied by the electric motor of the propulsion system of the vehicle during the predetermined time period.

4. The control system according to claim 2 or 3, wherein, The torque availability data includes at least one of an upper limit of the torque that can be supplied by the engine of the propulsion system of the vehicle during the predetermined time period and a lower limit of the torque that can be supplied by the engine of the propulsion system of the vehicle during the predetermined time period; and The control system is further configured to perform at least one of the following via the first control module: The upper limit of torque that can be used for torque intervention is calculated based on the upper limit of the torque that can be supplied by the engine of the propulsion system of the vehicle during the predetermined time period; as well as The lower limit of the torque that can be used for torque intervention is calculated based on the lower limit of the torque that can be supplied by the engine of the propulsion system of the vehicle during the predetermined time period.

5. The control system according to any one of claims 2 to 4, wherein, The torque availability data includes the state of the vehicle's clutch during the predetermined time period; and The control system is further configured to perform at least one of the following via the first control module: The upper limit of the torque that can be used for torque intervention is calculated based on the state of the clutch during the predetermined time period; as well as The lower limit of the torque that can be used for torque intervention is calculated based on the state of the clutch during the predetermined time period.

6. The control system according to any one of claims 2 to 5, wherein, The control system is also configured to: The second control module receives a stability control intervention request to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined time period. The second control module adjusts at least one of the upper and lower limits of the torque available for torque intervention during the predetermined time period to such that at least one of the upper and lower limits of the torque available for torque intervention during the predetermined time period does not exceed the torque requirement used to increase or decrease the torque supplied by the propulsion system of the vehicle during stability control intervention; and The stability control intervention requirement is implemented by the second control module to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined time period.

7. The control system according to any one of claims 2 to 6, wherein, The control system is also configured to: At least one of the upper limit of the torque available for torque intervention during the predetermined time period and the lower limit of the torque available for torque intervention during the predetermined time period is calculated as a relative value of the absolute torque that can be supplied by the propulsion system of the vehicle during the predetermined time period.

8. A vehicle comprising a control system according to any one of claims 1 to 7.

9. A method for managing the torque of a vehicle, the method comprising: Receive torque availability data, which represents the amount of torque available for supply by the vehicle's propulsion system within a predetermined time period; Calculate at least one of an upper limit of torque available for torque intervention during the predetermined time period, calculated based on the torque availability data, or a lower limit of torque available for torque intervention during the predetermined time period, calculated based on the torque availability data. Receive at least one of the upper and lower limits of the torque that can be used for torque intervention during the predetermined time period; Receive torque intervention request, the torque intervention request including a request to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined time period; Determine whether a request to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined time period exceeds at least one of the upper limit or the lower limit of the torque that can be supplied by the propulsion system of the vehicle; Based on the determination, the torque intervention request is adjusted such that the request to increase or decrease the torque supplied by the propulsion system of the vehicle does not exceed at least one of the upper limit or the lower limit of the torque that can be used by the propulsion system of the vehicle during the predetermined time period; as well as Implement an adjusted torque intervention request to increase or decrease the torque supplied by the vehicle's propulsion system during the predetermined time period.

10. The method according to claim 9, wherein, The torque availability data includes at least one of an upper limit of the torque that can be supplied by the electric motor of the propulsion system of the vehicle during the predetermined time period and a lower limit of the torque that can be supplied by the electric motor of the propulsion system of the vehicle during the predetermined time period; and The method further includes at least one of the following: The upper limit of the torque that can be used for torque intervention is calculated based on the upper limit of the torque that can be supplied by the electric motor of the propulsion system of the vehicle during the predetermined time period; as well as The lower limit of the torque that can be used for torque intervention is calculated based on the lower limit of the torque that can be supplied by the electric motor of the propulsion system of the vehicle during the predetermined time period.

11. The method according to claim 9 or 10, wherein, The torque availability data includes at least one of an upper limit of the torque that can be supplied by the engine of the propulsion system of the vehicle during the predetermined time period and a lower limit of the torque that can be supplied by the engine of the propulsion system of the vehicle during the predetermined time period; and The method further includes at least one of the following: The upper limit of torque that can be used for torque intervention is calculated based on the upper limit of the torque that can be supplied by the engine of the propulsion system of the vehicle during the predetermined time period; as well as The lower limit of the torque that can be used for torque intervention is calculated based on the lower limit of the torque that can be supplied by the engine of the propulsion system of the vehicle during the predetermined time period.

12. The method according to any one of claims 9 to 11, wherein, The torque availability data includes the state of the vehicle's clutch during the predetermined time period; and The method further includes at least one of the following: The upper limit of torque that can be used for torque intervention is calculated based on the state of the clutch during the predetermined time period; as well as The lower limit of the torque that can be used for torque intervention is calculated based on the state of the clutch during the predetermined time period.

13. The method according to any one of claims 9 to 12, wherein, The method further includes: Receive stability control intervention requests to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined time period; At least one of the upper and lower limits of the torque available for torque intervention during the predetermined time period is adjusted such that at least one of the upper and lower limits of the torque available for torque intervention during the predetermined time period does not exceed the torque required to increase or decrease the torque supplied by the propulsion system of the vehicle during stability control intervention; and The stability control intervention requirement is implemented based on at least one of the upper and lower limits of the adjusted torque available for torque intervention during the predetermined time period, in order to increase or decrease the torque supplied by the propulsion system of the vehicle during the predetermined time period.

14. The method according to any one of claims 9 to 13, wherein, The method further includes: At least one of the upper limit of the torque available for torque intervention during the predetermined time period and the lower limit of the torque available for torque intervention during the predetermined time period is calculated as a relative value of the absolute torque that can be supplied by the propulsion system of the vehicle during the predetermined time period.

15. A computer-readable instruction arranged to perform the method according to any one of claims 9 to 14 when executed by a computer.

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