Control system for controlling a powertrain of a vehicle

Abstract

Aspects of the invention relate to a control system (100), a system, a vehicle (1), a method, and computer-readable instructions. The control system is configured to receive (S410) a plurality of input parameters (142), the plurality of input parameters comprising: a vehicle speed signal (143) indicative of a vehicle speed; and a drive mode change signal (144) indicating that a drive mode change between the forward drive mode (D) and the reverse drive mode (R) is required. Then, according to the input parameter (142), it is determined (S420) whether the vehicle speed is greater than a speed threshold when a drive mode change is required. In response to determining that the vehicle speed is greater than the speed threshold, output (S440) of the drive mode change command signal (153) is delayed until the vehicle speed is less than or equal to the speed threshold.

Description

Technical Field

[0001] This disclosure relates to a control system for controlling the powertrain of a vehicle. Aspects of the invention relate to control systems, systems, vehicles, methods, and computer-readable instructions. Background Technology

[0002] Vehicles are known to have powertrains with multiple drive modes that can operate in various driving modes. These drive modes typically include forward drive mode "D" and reverse drive mode "R". For example, in vehicles with automatic transmissions, drive modes typically include two or more of the following: forward drive mode "D", reverse drive mode "R", neutral drive mode "N", and parking drive mode "P". In some vehicles, the drive mode can be selected using a drive mode shift lever or drive mode selector. The shift lever or selector can be a mechanical or electrical device for selecting one of the specific drive modes. Selecting a drive mode typically involves moving the shift lever or rotating the selector between positions representing each of the various modes. The typical sequence for an automatic transmission (for a shift lever, from forward / top to reverse / bottom, or for a rotary selector, clockwise) is P, R, N, D. In this case, the vehicle's driver can change between different drive modes by actuating the shift lever or selector. When performing maneuvers such as parking, the driver may wish to change the vehicle's direction and therefore must change the drive mode from forward drive mode "D" to reverse drive mode "R," or vice versa. However, if the vehicle is moving at a certain speed, there is a possibility that changing the drive mode may cause a drivetrain disturbance that the driver can perceive. Drivetrain disturbances can negatively impact the smoothness of the vehicle's ride, causing the driver and / or their passengers to feel a jolt or jolt when changing drive mode. Drivetrain disturbances can reduce the comfort of the driver and / or their passengers.

[0003] The purpose of this invention is to address one or more of the disadvantages associated with the prior art. Summary of the Invention

[0004] The various aspects and embodiments of the present invention provide control systems, systems, vehicles, methods, and computer-readable instructions as claimed in the appended claims.

[0005] According to one aspect of the present invention, a control system for controlling the powertrain of a vehicle is provided, the control system comprising one or more processors, said one or more processors being configured collectively to:

[0006] It receives multiple input parameters, including the following:

[0007] Vehicle speed signal, which indicates vehicle speed; and

[0008] Drive mode change signal, which indicates that a drive mode change is required;

[0009] Based on the input parameters, determine whether the vehicle speed is greater than the speed threshold;

[0010] In response to determining that the vehicle speed is greater than a speed threshold, a drive mode change command signal is delayed until the vehicle speed is less than or equal to the speed threshold.

[0011] According to one aspect of the present invention, a control system for controlling the powertrain of a vehicle is provided, the control system comprising one or more processors, said one or more processors being configured collectively to:

[0012] It receives multiple input parameters, including the following:

[0013] Vehicle speed signal, which indicates vehicle speed; and

[0014] Drive mode change signal, which indicates the need to change the drive mode between forward drive mode and reverse drive mode.

[0015] Based on the input parameters, determine whether the vehicle speed is greater than the speed threshold when a change in driving mode is required.

[0016] In response to determining that the vehicle speed is greater than a speed threshold, a drive mode change command signal is delayed until the vehicle speed is less than or equal to the speed threshold.

[0017] The control system is configured to prevent a change in drive mode when the vehicle is moving and the driver wishes to change the vehicle's intended direction of travel. By requesting a delay in the change of drive mode, this reduces (or completely mitigates) the magnitude of drivetrain disturbances that would otherwise be perceived by the driver. For example, the disturbance is mitigated when the drive mode is at or below a minimum speed threshold while the vehicle is moving in the forward direction (drive (D)) and the control system instructs the vehicle to move in reverse (reverse (R)) or vice versa. Delayed drive mode changes also reduce wear on powertrain components because angular momentum is significantly reduced when the vehicle is at or below the minimum speed threshold compared to when the vehicle is moving above the minimum speed threshold.

[0018] The control system includes one or more controllers, which collectively include: at least one electronic processor having an electrical input for receiving input signals; and at least one memory device electrically coupled to the at least one electronic processor and having instructions stored therein; and wherein the at least one electronic processor is configured to access the at least one memory device and execute the instructions thereon in order to: receive a plurality of input parameters including:

[0019] Vehicle speed signal, which indicates vehicle speed; and

[0020] Drive mode change signal, which indicates the need to change the drive mode between forward drive mode and reverse drive mode.

[0021] Based on the input parameters, determine whether the vehicle speed is greater than the speed threshold when a change in driving mode is required.

[0022] In response to determining that the vehicle speed is greater than a speed threshold, a drive mode change command signal is delayed until the vehicle speed is less than or equal to the speed threshold.

[0023] In this implementation, the input parameters include: a torque demand signal, which indicates the amount of torque demanded on the vehicle's powertrain;

[0024] The one or more processors are collectively configured to determine whether the amount of torque required exceeds an allowable torque threshold, and

[0025] In response to determining that the amount of torque required is higher than the allowable torque threshold, the output drive mode command signal is delayed until the amount of torque required is equal to or lower than the allowable torque threshold.

[0026] The torque required by the vehicle's powertrain can be either the driver's torque requirement or the ADAS (Advanced Driver Assistance System) torque requirement.

[0027] When a driver requests torque from the torque generator, for example, by pressing the accelerator pedal, the control system can determine whether it is permissible to transmit that requested torque while the drive mode is being changed. For instance, if a drive mode change is requested when the accelerator is fully depressed, such a high torque demand could negatively impact the vehicle's powertrain. To address this, the control system can delay instructing a drive mode change until the torque equals or falls below a permissible torque threshold.

[0028] The control system can wait for the amount of torque required by the driver to decrease below an allowable torque threshold; that is, the control system can act passively. Optionally, the one or more processors are collectively configured to output a modified torque demand signal to one or more torque generation devices in the powertrain to reduce the amount of torque required to be equal to or below the allowable torque threshold.

[0029] By modifying the torque demand to reduce it to equal to or below the permissible threshold, the control system can proactively reduce the time it takes for the system to reach the permissible torque threshold without requiring input from the driver, for example, by adjusting the accelerator pedal.

[0030] The permissible torque threshold can be any suitable value. For example, the permissible torque threshold can be 0 Nm, 0.5 Nm, 2 Nm, 3 Nm, 4 Nm, 5 Nm, 6 Nm, 7 Nm, 8 Nm, 9 Nm, 10 Nm, 12 Nm, 15 Nm, or 20 Nm. Optionally, the permissible torque threshold is 1 Nm.

[0031] The permissible torque threshold is the threshold at which a change in drive mode is permitted. The permissible torque threshold can be a relatively low torque, reducing excessive stress on the powertrain components. By allowing a change in drive mode to occur at or below a torque threshold of 1 Nm, any drivetrain disturbances (e.g., swaying and / or shocks) that the driver might perceive are mitigated or reduced. If the change in drive mode occurs at a larger torque value, drivetrain disturbances might occur. As used herein, the term "permissible torque range" refers to the range of torque values ​​equal to or less than the permissible torque threshold.

[0032] In this implementation, the input parameters include a slope signal, which indicates the gradient of the road surface on which the vehicle travels.

[0033] The one or more processors are collectively configured to determine whether the slope meets a slope braking condition, which requires at least that the slope is greater than a slope threshold; and

[0034] In response to determining that the slope meets the slope braking conditions, a braking torque request signal is output to request braking torque.

[0035] Braking torque is the torque applied by a brake to stop the movement of the wheels. For example, in the case of a brake caliper, braking torque is the torque applied by the caliper to the brake disc. Alternatively, braking torque can be a braking force request signal to request braking force applied by the caliper to the brake disc instead of braking torque. Alternatively, braking torque can be a braking pressure request signal to request braking pressure applied by the caliper to the brake disc instead of braking torque.

[0036] Alternatively or alternatively, in response to determining that the slope is greater than a slope threshold, a braking force request signal is output to request braking force.

[0037] Alternatively or optionally, in response to determining that the slope is greater than a slope threshold, a braking torque request signal is output to request braking torque. The braking torque depends on one or both of the braking force and the braking pressure.

[0038] Optionally or additionally, the slope braking condition also requires the slope to be negative. In such an example, the slope threshold is a downhill slope threshold.

[0039] With this arrangement, when the vehicle is traveling downhill, the control system can request braking torque to stop the vehicle's movement or slow it down. Braking torque reduces the likelihood of unwanted acceleration of the vehicle under its own weight.

[0040] Negative gradient is defined as a downhill slope in the current direction of travel. For example, when the vehicle is in drive, the front of the vehicle is on a downhill slope, or when the vehicle is reversing, the front of the vehicle is on an uphill slope; in both examples, the vehicle is intended to drive downhill.

[0041] The slope threshold can be any suitable value. For example, the slope threshold can be 0%, -1%, -2%, -3%, -4%, -5%, -6%, -7%, -8%, -9%, or -10%. Optionally or additionally, the slope threshold is a slope of 0% to -2%.

[0042] By requiring a negative gradient, downhill-only logic can avoid potentially unnecessary intervention when a vehicle is going uphill.

[0043] Optionally or additionally, the one or more processors are collectively configured to output a compensating braking torque demand signal to request compensating braking torque from the braking system to compensate for the reduction in the amount of torque from one or more torque generating devices in the powertrain due to the modified torque demand signal.

[0044] This allows the total torque provided by the combination of the powertrain and braking system to be very close to the amount of torque required.

[0045] Optionally or additionally, a compensating braking torque demand signal is output only when the slope is determined to be negative.

[0046] Optionally or additionally, the one or more processors are collectively configured to:

[0047] Determine whether the slope is positive and whether its magnitude exceeds the uphill slope threshold; and

[0048] In response to determining that the gradient is positive and greater than the uphill gradient threshold, an arresting torque request signal is output to one or more torque generating devices of the vehicle's powertrain to request arresting torque from one or more torque generating devices.

[0049] When a vehicle is traveling uphill and the powertrain torque output decreases, the vehicle will naturally stop more quickly due to the deceleration force of its own weight. The control system can also cause the powertrain to provide braking torque to slow the vehicle by outputting a braking torque request signal. This braking torque can be provided, for example, by a regenerative braking system in the vehicle, and / or by operating the powertrain's electric traction motor as a generator (e.g., as a crankshaft-integrated motor generator).

[0050] Positive gradient is defined as an uphill slope in the current direction of travel. For example, a vehicle is driving uphill or reversing downhill; in both examples, the vehicle is intended to drive uphill and therefore to a “higher” relative height.

[0051] The slope threshold can be any suitable value. For example, the slope threshold can be 0%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, 8%, 9%, or 10%. The uphill slope threshold is a slope of more than 0% but less than 2%.

[0052] In this implementation, the input parameters include: a drive mode change time limit, which indicates a time limit for a drive mode change to occur; and the one or more processors are collectively configured to:

[0053] Determine whether the drive mode change command signal has been output within the drive mode change time limit; and

[0054] In response to the determination that no drive mode change command signal is output within the drive mode change time limit, a drive mode change incomplete signal is output.

[0055] The drive mode change time limit signal is used to check if a gear change occurs within a set time limit. If the gear change does not occur before the time limit, an additional signal is output indicating that the drive mode change was not completed within the required time. The drive mode change time limit can be from 1 second to 5 seconds. A drive mode change time limit of 3 seconds is also possible. If a gear change has not occurred within the time limit set by the drive mode change time limit, there may be a forced takeover reason for the drive mode change not occurring, such as the alternative control system having forcibly taken over the original drive mode change command.

[0056] According to another aspect of the invention, a system is provided. This system includes any of the control systems described above and a vehicle's powertrain.

[0057] According to another aspect of the present invention, a vehicle is provided. The vehicle includes a control system based on the systems or control systems described above.

[0058] According to another aspect of the present invention, a method for controlling a vehicle's powertrain is provided. The method includes:

[0059] It receives multiple input parameters, including the following:

[0060] Vehicle speed signal, which indicates vehicle speed; and

[0061] Drive mode change signal, which indicates the need to change the drive mode between forward drive mode and reverse drive mode.

[0062] Based on the input parameters, determine whether the vehicle speed exceeds a speed threshold when a change in driving mode is required; and

[0063] In response to determining that the vehicle speed is greater than a speed threshold, a drive mode change command signal is delayed until the vehicle speed is less than or equal to the speed threshold.

[0064] This method may include any additional input parameters, determination steps, and / or response steps of any other aspect or embodiment of the invention.

[0065] According to one aspect of the invention, a computer-readable instruction is provided, which, when executed by a computer, is arranged to perform the method according to the foregoing aspect.

[0066] Within the scope of this application, it is expressly intended that the various aspects, embodiments, examples, and alternatives set forth in the foregoing paragraphs, the claims, and / or the description and drawings below, and in particular their various features, may be employed independently or in any combination. That is, unless these features are incompatible, all embodiments and / or features of any embodiment may be combined in any manner and / or combination. The applicant reserves the right to amend any originally filed claim or accordingly file any new claim, including the right to modify any originally filed claim to any feature subordinate to and / or incorporated into any other claim, even though it was not initially claimed in this manner. Attached Figure Description

[0067] One or more embodiments of the invention will now be described by way of example only, with reference to the accompanying drawings, in which:

[0068] Figure 1 A vehicle according to an embodiment of the present invention is shown;

[0069] Figure 2 It shows Figure 1 A schematic diagram of the vehicle's system;

[0070] Figure 3 It shows Figure 1 A schematic diagram of the vehicle's control system;

[0071] Figure 4 This is a flowchart of the first method according to an embodiment of the present invention;

[0072] Figure 5 This is a flowchart of the second method according to an embodiment of the present invention;

[0073] Figure 6 This is a flowchart of a third method according to an embodiment of the present invention;

[0074] Figure 7 This is a flowchart of the fourth method according to an embodiment of the present invention; and

[0075] Figure 8 This is a flowchart of the fifth method according to an embodiment of the present invention. Detailed Implementation

[0076] This article refers to the appendix Figures 1 to 8 A control system 100 according to an embodiment of the present invention is described. The control system 100 is adapted to control the powertrain of a vehicle 1. Figure 2 As shown, the control system 100 is installed in the vehicle 1. Figure 3 The control system 100 is shown in more detail below.

[0077] Figure 1 A vehicle 1 according to an embodiment of the present invention is shown. In some, but not necessarily all, examples, vehicle 1 is a passenger vehicle, also referred to as a passenger car or automobile. In other examples, embodiments of the invention can be implemented for other applications, such as commercial vehicles. Vehicle 1 includes, as Figure 3 The control system 100 shown is shown.

[0078] Figure 2 schematically shown Figure 1 The vehicle 1 has a system 50. System 50 includes a powertrain 22 and a control system 100. System 50 may optionally also include a braking system 60.

[0079] The powertrain 22 includes at least one prime mover 26. The at least one prime mover 26 is a torque source for providing driving torque, which can accelerate the vehicle 1. In the illustrated embodiment, the at least one prime mover 26 is an electric traction motor 26. An electric traction motor is an electric motor arranged to convert electrical energy into kinetic energy in the form of mechanical torque, and can also be arranged to convert kinetic energy into electrical energy. The electric traction motor 26 can be an AC induction motor or a permanent magnet motor, or another suitable type of motor. The electric traction motor 26 is a traction motor configured to enable at least one electric mode including pure electric drive. That is, the electric traction motor 26 can drive the vehicle 1 by itself (without additional torque provided by a second torque source such as an engine). Another term for the electric traction motor 26 is an electric drive unit (EDU).

[0080] Alternatively, at least one prime mover 26 may include an internal combustion engine “ICE” (not shown), or may include multiple prime movers 26, such as multiple electric traction motors.

[0081] The electric traction motor can provide drive to one or more wheels 34 in any suitable manner (such as via a driveshaft and / or via one or more gears, a differential, or a transmission axle, or directly). In the illustrated embodiment, the electric traction motor 26 provides torque to one or more wheels 34 via an optional transmission system 10, which includes a transmission 12, such as a single-speed reduction unit, an automatic transmission including a torque converter, or a manual transmission including multiple gears. Optionally, the transmission 12 can provide drive to the wheels 34 via one or more differentials 32.

[0082] In an alternative configuration with two prime movers 26, the first prime mover 26 may provide drive to the front axle while the second prime mover 26 provides drive to the rear axle, or vice versa. In other embodiments, the powertrain may include more than two electric traction motors, such as three or four electric traction motors, each arranged to drive one of the vehicle's wheels 34. Although the vehicle is shown as having two pairs of wheels 34, it should be understood that the vehicle may have any suitable number of wheels, such as two, three, or more than four.

[0083] To store electrical energy for the electric traction motor 26, vehicle 1 includes an energy storage device 28, such as a traction battery. The energy storage device 28 is configured to transfer electrical energy to the electric traction motor and optionally receive and store electrical energy generated by the electric traction motor (e.g., during regenerative braking). The energy storage device provides the nominal voltage required by the power user (e.g., the electric traction motor 26). The electric traction motor 26 is optionally electrically connected to the energy storage device 28 via an inverter (not shown). In some embodiments, the energy storage device 28 is communicatively coupled to a control system. The energy storage device 28 may optionally be a high-voltage battery. The energy storage device 28 may have a voltage and capacity sufficient to support continuous electric drive for a given distance. The energy storage device 28 may have a capacity of several kilowatt-hours to increase driving range. The capacity may be tens of kilowatt-hours or more than one hundred kilowatt-hours. Although the energy storage device is shown and described as a single entity, the functionality of the energy storage device can be achieved using multiple smaller energy storage devices located at different locations on vehicle 1.

[0084] Braking system 60 includes a brake 62 configured to provide braking force or torque to decelerate and / or prevent movement of one or more wheels 34. Brake 62 is a base brake. The term "base brake" is generally used herein to refer to a brake located at or around the wheels of a vehicle. Example base brakes include friction brakes, such as drum brakes or disc brakes, regenerative brakes, and eddy current brakes. In a specific example, base braking system 60 includes a friction braking system with disc brake 62 that resists movement of wheel 34 by selectively applying braking pressure from the calipers to the brake disc, as known in the art.

[0085] The vehicle also includes a control system 100 for controlling the powertrain 22 and the braking system 60. The control system 100 is shown positioned as part of the powertrain 22; however, it can be positioned at any suitable location within the vehicle, such as within the transmission system 10 or as part of the braking system 60. Optionally, the control system 100 is, includes, or is part of a powertrain control module configured to control the operation of the prime mover of the powertrain 22. The control system 100 is electrically connected to one or more subsystems of the vehicle 1 (including the braking system 60) to enable communication between the control system 100 and other components of the vehicle 1 (e.g., brake controllers (not shown)).

[0086] Vehicle 1 has multiple drive modes selectable via drive mode selector 70. The drive mode selector can be any suitable selector known in the art, such as a posture sensor-based drive mode selector, a joystick, or a rotary selector. For example, the drive mode selector can be a drive mode selector as described in WO2018130378A1, which describes DRIVE MODE SELECTOR FOR A DRIVETRAIN, VEHICLE COMPRISING SUCH A DRIVEMODE SELECTOR, AND A METHOD OF SELECTING A DRIVE MODE OF A DRIVETRAIN, which is incorporated herein by reference.

[0087] For clarity and to aid in teaching the invention, Figure 2 The drive mode selector 70 shown is a joystick 70; however, it is contemplated that the drive mode selector 70 can be any of the previously described devices or devices known in the art suitable for selecting drive modes. The drive mode selector 70 includes a controller 72. The controller 72 can be a standalone computer (e.g., a microprocessor), or it can be a software module running on a computer (e.g., a microprocessor) responsible for one or more other tasks within the vehicle. The controller 72 can form part of an electronic vehicle management system incorporated into and / or communicate with the control system 100, such as... Figure 2 As shown in the diagram. Controller 72 may include other processors, sensors, and outputs and / or communicate with other processors, sensors, and outputs, as known to those skilled in the art and / or from WO2018130378A1.

[0088] The drive modes include forward (“driving”) mode (“D”) and reverse mode (“R”). Vehicle 1 may have additional drive modes known in the art, such as parking mode (“P”), neutral mode (“N”), sport mode “S”, or manual mode “M”. In reverse mode R, the driven wheel 34 (either the front or rear axle for two-wheel drive, or both the front and rear axles for four-wheel drive) is driven by prime mover 26 to rotate in the rearward direction. In drive mode D, the wheel 34 (either the front or rear axle for two-wheel drive, or both the front and rear axles for four-wheel drive) is driven by prime mover 26 to rotate in the forward direction.

[0089] Based on the above description of vehicle 1, it should be understood that vehicle 1 can be a full hybrid electric vehicle (HEV), battery electric vehicle (BEV), plug-in hybrid electric vehicle (PHEV), mild hybrid electric vehicle (MHEV), internal combustion engine vehicle (ICEV), etc. It is conceivable that the present invention can work with any of these vehicle types.

[0090] A BEV (Battery Electric Vehicle) is a purely electric vehicle 1 propelled by an electric motor 26, which receives power from an onboard traction battery. A BEV may include a single motor, or both a first motor 26 and a second motor 26. The first motor 26 and the second motor 26 may provide power to the front axle and the rear axle, respectively. Alternatively, a BEV may have a motor 26 for individually driving each wheel, as such a vehicle with four wheels may include four motors 26, each driving a single wheel. An MHEV (Medium-Hybrid Electric Vehicle) does not have a purely electric propulsion mode, but the motor 26 may be configured to provide, for example, an auxiliary power supply to boost the output torque of the engine 24. In such vehicles, the electrical power of the motor 26 is typically insufficient to drive the vehicle 1 solely under electric conditions. An ICEV (Integrated Circuit Electric Vehicle) is propelled solely by the engine 24.

[0091] Vehicle 1 can operate in a one-pedal driving mode. The one-pedal driving mode can be selected by the driver of Vehicle 1 via settings on a graphical user interface or a button near the steering wheel, or alternatively, the one-pedal driving mode can be permanently enabled. The one-pedal driving mode allows the accelerator pedal to be used to drive Vehicle 1, and braking is provided by the braking system (e.g., by one or more regenerative brakes 62) when the driver releases pressure from the accelerator pedal. Additional braking can be provided by the driver actuating the brake pedal. In one-pedal driving mode, regenerative braking allows the vehicle to slow down more quickly when the driver reduces or removes any actuation of the accelerator pedal. The regenerative brakes 62 provide braking force to stop or slow down Vehicle 1 without requiring the driver to actuate the brake pedal. Simultaneously, regenerative braking enables the generation of electrical energy to charge the traction battery.

[0092] Now we will rely on Figures 3 to 8 Describe the control system.

[0093] Reference Figure 3 The diagram illustrates a control system 100 for controlling the powertrain of a vehicle. The control system 100 includes one or more controllers 110. (The diagram is incomplete and requires further context.) Figure 3The control system 100 shown includes a controller 110, but it will be understood that this is merely illustrative. The controller 110 includes a processing device 120 and a memory device 130. The processing device 120 may be one or more electronic processing devices 120 capable of executing computer-readable instructions. The memory device 130 may 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 thereon.

[0094] Controller 110 includes an input device 140 and an output device 150. Input device 140 may include an electrical input 140 of controller 110. Output device 150 may include an electrical output 152 of controller 110. Controller 110 may have interfaces for input device 140 and output device 150. Input device 140 is arranged to receive multiple input parameters 142 from one or more components of the vehicle. Multiple input parameters 142 include electrical signals indicating operating parameters or variables of the vehicle. Multiple input parameters 142 include: a vehicle speed signal 143 indicating vehicle speed; and a drive mode change signal 144 indicating whether a drive mode change between forward drive mode and reverse drive mode is required. Multiple input parameters 142 may also include one or more additional input signals, such as a driver torque demand signal 145 indicating, for example, the powertrain torque demand made by the driver of the vehicle received from an accelerator pedal position sensor, and / or a gradient signal 146 indicating the gradient of the road surface on which the vehicle is traveling. Output device 150 is arranged to output one or more output signals 152. The one or more output signals include a drive mode change command signal 153 for requesting a change in drive mode from forward drive mode to reverse drive mode (or vice versa). The one or more output signals 152 may also include one or more additional output signals, such as a brake request signal 154 for the vehicle's braking system and a modified powertrain torque demand signal 155 for the powertrain.

[0095] Figure 4 A first method 400 according to an embodiment of the present invention is shown. Method 400 is for controlling a vehicle (e.g., Figure 1 The method for the powertrain of vehicle 1). Method 400 can be derived from... Figure 3The system 100 shown is used to execute this. Specifically, the memory 130 may include computer-readable instructions that, when executed by the processor 120, perform the method 400 according to an embodiment of the invention. Through method 400, the control system can determine whether a change in driving mode can be made or should be delayed based on the speed of the vehicle 1. This can reduce stress on the powertrain components and can result in a smoother driving experience and / or vehicle behavior.

[0096] At step S410, the control system 100 receives a plurality of input parameters 142. The plurality of input parameters 142 includes a vehicle speed signal 143 indicating the vehicle speed. There are several ways in which the vehicle speed signal can be implemented, for example, the vehicle speed signal can be received or derived from a speed sensor using means known in the art, such as from a wheel speed sensor or a motor rotation speed sensor.

[0097] The multiple input parameters 142 also include a drive mode change signal 144, which indicates whether a change in drive mode between forward drive mode "D" and reverse drive mode "R" is required, for example, based on a request from the driver of vehicle 1. The drive mode change signal 144 can be obtained from readings from a position sensor associated with the drive mode selector. The drive mode change signal may alternatively or optionally be obtained via other means, such as signal processing, as known in the art.

[0098] At S420, the control system 100 compares the vehicle speed with a speed threshold.

[0099] At step S430, the control system 100 determines whether the vehicle speed is greater than a speed threshold when a drive mode change is required, based on multiple input parameters 142. If the vehicle speed is greater than the speed threshold, the method proceeds to step S470, where the control system delays the output of the drive mode change command signal and instead returns to step S420 to compare the vehicle speed with the speed threshold again. This can occur immediately or after a predetermined time interval. For example, the time interval can be 0.1 ms to 10 ms. If the vehicle speed is less than or equal to the speed threshold, the method proceeds to step S480, where the control system outputs a drive mode change command signal to allow the requested drive mode change to occur. In this way, the control system delays the output of the drive mode change signal until the vehicle speed is less than or equal to the speed threshold.

[0100] The speed threshold can be any suitable value. For example, the speed threshold can be 0 kph. The speed threshold can be from 2 kph to 10 kph (depending on the direction the front of the vehicle is facing, in the forward or reverse direction). The speed threshold can be 2 kph, 3 kph, 4 kph, 5 kph, 6 kph, 7 kph, 8 kph, 9 kph, 10 kph or any subset or range thereof.

[0101] Figure 5 A second method 500 according to an embodiment of the present invention is shown. Method 500 is for controlling a vehicle (e.g., Figure 1 The method for the powertrain of vehicle 1) in the process. Method 500 can be derived from... Figure 3 The system 100 shown is used to execute this. Specifically, the memory 130 may include computer-readable instructions that, when executed by the processor 120, perform the method 500 according to an embodiment of the invention. With method 500, the control system can determine whether a change in driving mode can be made or should be delayed based on the speed of the vehicle 1. This can reduce stress on the powertrain components and can result in a smoother driving experience and / or vehicle behavior. Method 500 is similar to... Figure 4 The method 400 is shown. Steps S510, S520, S530, S570 and S580 of method 500 correspond to steps S410, S420, S430, S470 and S480 of method 400.

[0102] At step S510, the control system again receives multiple input parameters 142. In method 500, the multiple input parameters also include a torque demand signal 145. The torque demand signal 145 indicates the amount of torque demanded on the powertrain of vehicle 1. The torque demand signal is an electrical signal indicating a torque demand requested from the driver and / or ADAS. There are several ways in which the torque demand signal can be implemented. For example, the torque demand signal can be based on driver input, such as driver input provided by the driver via the accelerator pedal / input. For example, the torque demand signal can be received or obtained from the accelerator pedal position sensor signal. Alternatively or additionally, the torque demand signal can be received from or supplemented by a torque demand from a vehicle control system (e.g., an ADAS controller). The torque demand signal can be a wheel-level torque demand obtained from the accelerator pedal position torque demand in combination with one or more additional signals (e.g., a vehicle speed limit signal from a stability control system, an ADAS torque demand modification signal, and / or a vehicle speed signal).

[0103] At steps S520 and S530, the control system again compares the vehicle speed with the speed threshold, and if a change in drive mode is required, determines whether the vehicle speed is greater than the speed threshold based on multiple input parameters 142. Similar to method 400, if the vehicle speed is greater than the speed threshold, the method proceeds to step S570, where the control system delays the output of the drive mode change command signal and instead returns to step S520 to compare the vehicle speed with the speed threshold again. Unlike method 400, method 500 has additional steps S540 and S542.

[0104] At step S540, the control system compares the required amount of torque with the allowable torque threshold.

[0105] The allowable torque threshold can be any suitable value, depending on the requirements. For example, the allowable torque threshold can be from 0 Nm to 1 Nm, from 0 Nm to 2 Nm, from 0 Nm to 3 Nm, from 0 Nm to 4 Nm, or from 0 Nm to 5 Nm. In a specific example, the allowable torque threshold is 1 Nm.

[0106] At step S542, the control system determines whether the amount of the required torque exceeds an allowable torque threshold. If the amount of the required torque exceeds the allowable torque threshold, the method proceeds to step S570, where the control system delays the output of a drive mode change command signal. From step S570, the method returns to step S540 as shown to compare the required torque with the allowable torque threshold again. This checking loop can continue to repeat until the amount of the required torque is within the limit defined by the allowable torque threshold. Alternatively, the method can return to step S520, as shown by the dashed line, to compare the vehicle speed with a speed threshold again.

[0107] Returning to the previous comparison step in the method can occur immediately or after a predetermined time interval. For example, the time interval can be from 0.1 ms to 10 ms.

[0108] If the required torque is determined to be within the permissible torque range defined by the permissible torque threshold, the method proceeds to step S580, where the control system outputs a drive mode change command signal to allow the requested drive mode change to occur. In this manner, the control system delays outputting the drive mode change signal until the vehicle speed is less than or equal to a speed threshold and the required torque is less than or equal to the permissible torque threshold. As used herein, the phrase "within the permissible torque range" indicates that the required torque is not greater than the permissible torque threshold.

[0109] Although flowchart 500 shows a series of consecutive steps S520, S530, S540 and S542, it will be apparent to those skilled in the art that steps S520 and S542 may occur simultaneously and in parallel, or alternatively, steps S540 and S542 may occur before S520 and S530. Figure 5 The order of the text is provided for the purpose of teaching the invention only and is not intended to limit the invention to that particular configuration.

[0110] Figure 6 A third method 600 according to an embodiment of the present invention is shown. Method 600 is for controlling a vehicle (e.g., Figure 1 The method for the powertrain of vehicle 1) in the process. Method 600 can be derived from... Figure 3 The system 100 shown is executed. Specifically, the memory 130 may include computer-readable instructions that, when executed by the processor 120, perform method 600 according to an embodiment of the invention. Through method 600, the control system can determine whether a change in driving mode can be made or should be delayed based on the speed of the vehicle 1. This can reduce stress on the powertrain and can result in a smoother driving experience and / or vehicle behavior. Method 600 and Figure 5 The method shown is largely the same as that of method 500. Steps S610, S620, S630, S640, S642, S670 and S680 of method 600 correspond to steps S510, S520, S530, S540, S542, S570 and S580 of method 500.

[0111] Unlike method 500, method 600 has an additional step S644 and an optional additional step S690.

[0112] At step S644, once the control system has determined that the amount of torque required is greater than the permissible torque threshold and has delayed outputting the drive mode change command signal, the control system outputs a modified torque demand signal 155 for one or more torque generation devices in the powertrain to reduce the amount of torque required—that is, the magnitude of the required torque—to within the permissible torque range. The modified torque demand signal 155 defines a modified powertrain torque demand, which decreases in value from the required powertrain torque demand to a reduced powertrain torque demand within the permissible torque range. In this way, a more sensitive drive mode change can still be provided even when the driver depresses the accelerator pedal and requests a certain amount of torque, which would otherwise lead to unexpected vehicle behavior during a drive mode change. With this method, the control system actively reduces the torque output and does not require the driver to lift off the accelerator pedal to achieve a drive mode change. Therefore, compared to method 500, the delay between the drive mode change request and the resulting drive mode change can be reduced when the amount of torque required is initially outside the permissible range.

[0113] The modified torque demand signal 155 can instruct the powertrain to provide torque output, which decreases as a step change from the torque demand to the allowable torque range. Alternatively, the modified torque demand signal 155 can be regulated by a control system to gradually reduce the modified powertrain torque demand from the powertrain torque demand to a reduced powertrain torque demand. For example, the torque reduction rate can be constant or variable. For example, the torque reduction rate can be 1 Nm / s to 500 Nm / s, 1 Nm / s to 200 Nm / s, 1 Nm / s to 100 Nm / s, or 1 Nm / s to 50 Nm / s. In this way, the modified torque demand signal 155 can mitigate or reduce the likelihood of drivetrain disturbances (e.g., swaying or shocks) that would otherwise occur with a step change in torque demand. Alternatively, the rate of torque reduction can be different for each shaft and can be based on the current torque request at that shaft (including the effect of the reduction). Then, a factor for adjusting the rate of decrease can be applied based on the torque required by the driver—if the driver slams on the accelerator pedal during maneuvering (i.e., rapidly increases the torque required by the driver), this allows for a faster and less precise rate of decrease.

[0114] The modified torque demand signal 155 can request a linear torque reduction rate or a non-linear torque reduction rate. For example, the modified torque demand signal 155 can request a percentage reduction in torque demand per second. For example, the torque demand may be reduced by 1% to 50% every 0.01 seconds to 1 second. The percentage reduction per second causes the torque reduction rate to gradually decrease until the demanded torque is no longer outside the permissible torque range.

[0115] Once the control system has output the modified torque demand signal 155 to reduce the amount of demanded torque to or below the permissible torque threshold, method 600 returns to step S640 as shown to compare the amount of demanded torque with the permissible torque threshold again to confirm that the modified torque demand signal has indeed reduced the amount of demanded torque to within the permissible torque range. Alternatively, method 600 may return to step S620, as indicated by the dashed line.

[0116] Optionally, method 600 may proceed from step S644 to optional step S646.

[0117] At optional step S646, the control system outputs a compensating braking torque demand signal to request compensating braking torque from the vehicle's braking system (e.g., the base braking system). The compensating braking torque at least partially compensates for the reduction in the amount of torque provided by the torque generating device due to the modified torque demand signal. This is advantageous when the torque demanded by the driver is outside the permissible range in the direction opposite to the current direction of travel. In this case, the compensating torque can "fill in" at least some of the deceleration torque that would otherwise be provided by the torque generating device.

[0118] The compensating braking torque can be any suitable value higher than 0 Nm. For example, the compensating braking torque can be a fixed value such as 5 Nm, 10 Nm, 15 Nm, or higher. Alternatively, the control system can determine the compensating braking torque based on the difference between the powertrain torque demand at any given point in time and the modified powertrain torque demand. For example, the required compensating braking torque can vary proportionally to the change in the modified powertrain torque demand defined by the modified torque demand signal 155. In some embodiments, the control system outputs a compensating braking request signal such that the compensating braking torque is equal to the difference between the powertrain torque demand and the modified powertrain torque demand. In this way, the compensating braking torque can completely compensate for the reduction in the amount of torque provided by the torque generating device due to the modified torque demand signal.

[0119] After the optional step S646, the method may return to either step S620 or step S640.

[0120] At optional step S690, the control system adjusts the modified powertrain torque demand signal to increase the modified powertrain torque demand from a reduced powertrain torque demand back to the powertrain torque demand indicated by the torque demand signal. In other words, the torque is restored to the amount currently required by the driver and / or ADAS.

[0121] The modified torque demand signal 155 can request or demand torque demand as a step change or gradually increase from a decreasing torque to the powertrain torque demand at a torque increase rate (which can be constant or variable). For example, the torque increase rate can be 1 Nm / s to 500 Nm / s, 1 Nm / s to 200 Nm / s, 1 Nm / s to 100 Nm / s, or 1 Nm / s to 50 Nm / s. By gradually increasing torque using the torque increase rate of the modified torque demand signal 155, the system can mitigate or reduce the likelihood of drivetrain disturbances (such as swaying or jolts) that the driver might perceive in the event of a step change in torque demand. Alternatively, the torque increase rate can be different for each axle and can be based on the current torque demand at that axle (including the effect of the increase). A factor for adjusting the increase rate can then be applied based on the torque demanded by the driver—this allows for a faster and less precise rate if the driver forcefully depresses the accelerator pedal during operation.

[0122] In optional step S695, the control system can also be configured to adjust the compensating braking request signal to reduce the compensating braking torque based on the adjusted modified torque demand signal 155. As the modified powertrain torque demand increases from a reduced powertrain torque demand to the original powertrain torque demand, the compensating braking request signal can be adjusted based on the difference between the modified powertrain torque demand and the original powertrain torque demand. For example, the control system can output a compensating braking request signal such that the compensating braking torque is equal to the difference between the original powertrain torque demand and the modified powertrain torque demand. In this way, the compensating braking torque can decrease according to the increase in the amount of torque provided by the torque generating device due to the modified torque demand signal, thereby providing a total torque close to the powertrain torque demand.

[0123] Figure 7 A fourth method 700 according to an embodiment of the present invention is shown. Method 700 is for controlling a vehicle (e.g., Figure 1 The method for the powertrain of vehicle 1) in the process. Method 700 can be derived from... Figure 3The system 100 shown is executed. Specifically, the memory 130 may include computer-readable instructions that, when executed by the processor 120, perform the method 700 according to an embodiment of the invention. Through method 700, the control system can determine whether a change in driving mode can be made or should be delayed based on the speed of the vehicle 1. This can reduce stress on the powertrain components and can result in a smoother driving experience and / or vehicle behavior.

[0124] Method 700 and Figure 6 The method shown in 600 is largely the same. See below for reference. Figure 7 Describe any additional or optional steps and any other differences.

[0125] At step S710, the plurality of input parameters 142 also include a slope signal 146 indicating the gradient of the road surface on which the vehicle is traveling or currently stationary. Several different ways exist to implement the slope signal. For example, the slope signal can be a direct measurement of the gradient from one or more sensors on the vehicle (e.g., from one or more inclinometers). Alternatively or additionally, the slope signal can be derived from one or more other signals or measurements, such as from vehicle speed signals and / or from acceleration signals. In one example, the control system receives a longitudinal acceleration signal from an accelerometer (e.g., an accelerometer that forms part of the vehicle's constraint control system) and a vehicle speed signal from a speed sensor (e.g., an ABS sensor or a motor speed sensor), and calculates a linear acceleration based on these signals. The control system then subtracts the linear acceleration from the longitudinal acceleration to determine the acceleration due to gravity, and thus estimates the gradient of the road surface on which the vehicle is traveling.

[0126] At step S712, the control system compares the slope with a slope threshold.

[0127] The gradient threshold can be any suitable inclination value. The gradient threshold can be selected based on one or more of the following: vehicle characteristics, vehicle operating mode, powertrain characteristics, and driver characteristics. For example, the gradient threshold can be 0%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, 8%, 9%, 10%, 11%, 12%, 13%, 14%, 15%, 16%, 17%, 18%, 19%, 20%, 21%, 22%, 23%, 24%, 25%, or more. The gradient threshold can be negative or positive, i.e., downhill or uphill, respectively. Therefore, the above examples can also be expressed as negative values.

[0128] At step S714, the control system determines whether the gradient meets the gradient braking condition. The gradient braking condition requires that the gradient magnitude be greater than a gradient threshold. If the gradient magnitude is less than the gradient threshold, thus failing to meet the gradient braking condition, method 700 proceeds to step S720 to compare the vehicle speed with a speed threshold. If the gradient magnitude is greater than the gradient threshold and the gradient braking condition is met, the method alternatively proceeds to step S770 to delay the output of the drive mode change command signal before proceeding to step S716.

[0129] Optionally, at step S714, the slope braking condition also requires a negative slope, in which case the slope threshold is a downhill slope threshold. The downhill slope threshold can be the same as the slope threshold discussed above, but in the negative domain. For example, a slope of 0% to -2%, or 0% to -3%, or 0% to -4%, or 0% to -5%. If the magnitude of the slope is less than the slope threshold and / or the slope is positive, the control system determines that the slope braking condition is not met, and method 700 proceeds to step S720 to compare the vehicle speed with a speed threshold, as shown in the figure and discussed above. If the slope is both negative and greater than the downhill slope threshold in magnitude, the control system determines that the slope braking condition is met, and the method proceeds to step S770 to delay the output of the drive mode change command signal before proceeding to step S716.

[0130] At step S716, the control system outputs a braking torque request signal to request braking torque from the braking system of vehicle 1. For example, the braking torque request signal can be output to the vehicle's brake controller to instruct the vehicle's base brakes to generate braking torque. In this way, the braking system can prevent or reduce vehicle speed increases due to incline, and thus provide more predictable vehicle behavior and reduce distance overshoot in the event of a delayed change in drive mode. Once the braking torque request signal has been output at step S716, the method continues to step S720 as illustrated.

[0131] Figure 8 A fifth method 800 according to an embodiment of the present invention is shown. Method 800 is for controlling a vehicle (e.g., Figure 1 The method for the powertrain of vehicle 1) in the process. Method 800 can be derived from... Figure 3 The system 100 shown is executed. Specifically, the memory 130 may include computer-readable instructions that, when executed by the processor 120, perform the method 800 according to an embodiment of the invention. Through method 800, the control system can determine whether a change in driving mode can be made or should be delayed based on the speed of the vehicle 1. This can reduce stress on the powertrain components and can result in a smoother driving experience and / or vehicle behavior.

[0132] For simplicity, method 800 is shown as a variation of method 400. However, it should be understood that one or more additional steps of method 800 may also be applied to any of methods 400 through 700. Similarly, one or more of flowcharts 400, 500, 600, 700, and 800 may be combined such that the control system 100 performs any combination of the checking and determining steps therein.

[0133] Method 800 is shown as similar to method 400, but with additional steps S872 and S874 following step S870.

[0134] At step S872, the control system compares the elapsed time since the drive mode change signal indicating the need for a change between forward drive mode (D) and reverse drive mode (R) with the time limit for the drive mode change to occur.

[0135] At step S874, the control system determines whether to output a drive mode change command signal within the time limit, i.e., whether the elapsed time is within the time limit. If the elapsed time is within the time limit, the method proceeds to step S820, thereby restarting the check loop. If the drive mode change command signal has not been output within the drive mode change time limit—that is, if the elapsed time is greater than the time limit—the method proceeds to step S876, where the control system outputs a "drive mode change incomplete" signal. Optionally, the control system can terminate the process at this point without performing the requested drive mode change, or it can force the drive mode change to occur by outputting a drive mode change command signal, regardless of any other control system logic.

[0136] A method for controlling the powertrain of vehicle 1 is also described. The method for controlling the powertrain of vehicle 1 may include the steps of any of the flowcharts 400, 500, 500B, 600, 700 and / or 800.

[0137] It should be understood that various changes and modifications can be made to this invention without departing from the scope of this application.

Claims

1. A control system for controlling the powertrain of a vehicle, the control system comprising one or more processors, said one or more processors being configured collectively to: It receives multiple input parameters, including the following: Vehicle speed signal, which indicates vehicle speed; as well as A drive mode change signal indicates a need for a change in drive mode between forward drive mode (D) and reverse drive mode; Based on the input parameters, determine whether the vehicle speed is greater than a speed threshold when the drive mode needs to be changed. In response to determining that the vehicle speed is greater than the speed threshold, a drive mode change command signal is delayed until the vehicle speed is less than or equal to the speed threshold.

2. The control system according to claim 1, wherein, The input parameters include a torque demand signal, which indicates the amount of torque demanded on the powertrain of the vehicle; The one or more processors are collectively configured to determine whether the amount of torque required exceeds an allowable torque threshold, and In response to determining that the amount of torque required is higher than the allowable torque threshold, the output of the drive mode command signal is delayed until the amount of torque required is equal to or lower than the allowable torque threshold.

3. The control system according to claim 3, wherein, The one or more processors are collectively configured to output a modified torque demand signal to one or more torque generation devices of the powertrain to reduce the amount of demanded torque to be equal to or below the allowable torque threshold.

4. The control system according to claim 2 or 3, wherein, The permissible torque threshold is 1 Nm.

5. The control system according to any of the preceding claims, wherein, The input parameters include a slope signal, which indicates the gradient of the road surface on which the vehicle is traveling. The one or more processors are collectively configured to determine whether the slope meets a slope braking condition, which requires at least that the slope is greater than a slope threshold in magnitude. as well as In response to determining that the slope meets the slope braking condition, a braking torque request signal is output to request braking torque.

6. The control system according to claim 5, wherein, The slope braking condition further requires that the slope be negative, and wherein the slope threshold is a downhill slope threshold.

7. The control system according to claim 5 or 6, wherein, The downhill slope threshold ranges from 0% to -2%.

8. The control system according to claim 3 or any one of claims 4 to 7 when dependent on claim 3, wherein, The one or more processors are collectively configured to output a compensating braking torque demand signal to request compensating braking torque from the braking system to compensate for a reduction in the amount of torque from the one or more torque generating devices of the powertrain due to the modified torque demand signal.

9. The control system according to claim 8 when dependent on any one of claims 5, 6, or 7, wherein, The one or more processors are collectively configured to output the compensating braking torque demand signal only when the slope is determined to be negative.

10. The control system according to any one of claims 5 to 9, wherein, The one or more processors are collectively configured to determine whether the slope is positive and whether it is greater than an uphill slope threshold in magnitude; In response to determining that the slope is positive and greater than the uphill slope threshold, a stop torque request signal is output to one or more torque generating devices of the vehicle's powertrain to request stop torque from the one or more torque generating devices.

11. The control system according to any of the preceding claims, wherein, The input parameters include a drive mode change time limit, which indicates the time limit for the occurrence of the drive mode change. The one or more processors are collectively configured to determine whether the drive mode change instruction signal has been output within the drive mode change time limit; as well as In response to determining that the drive mode change command signal has not been output within the drive mode change time limit, a drive mode change incomplete signal is output.

12. A system comprising a control system according to any of the preceding claims and a powertrain of a vehicle.

13. A vehicle comprising the system according to claim 12 or the control system according to any one of claims 1 to 11.

14. A method for controlling a vehicle's powertrain, the method comprising: It receives multiple input parameters, including the following: Vehicle speed signal, which indicates vehicle speed; as well as A drive mode change signal indicates a need to change the drive mode between forward drive mode and reverse drive mode. Based on the input parameters, determine whether the vehicle speed is greater than a speed threshold when the drive mode needs to be changed. In response to determining that the vehicle speed is greater than the speed threshold, a drive mode change command signal is delayed until the vehicle speed is less than or equal to the speed threshold.

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

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