System and method of controlling power split in a powertrains system

Abstract

The present disclosure relates to a computer system (100) for controlling energy or power utilization from a powertrain system (12) of a vehicle (10) having a battery system (14), a fuel cell system (16) and one or more electric machines (18) connected to the battery system (14) and the fuel cell system (16), the computer system (100) comprising processing circuitry (102) configured to: determine transport mission characteristics for an upcoming transport mission for the vehicle (10) based on transport mission data containing at least gross combined weight (GCW) of the vehicle (10), topology data of an intended route for the transport mission and vehicle speed under the transport mission; determine a power demand for performing the transport mission based on the determined transport mission characteristics; based on the determined transport mission characteristics and determined power demand, generate a vehicle usage profile for a number of power split ratio settings between the battery system (14) and the fuel cell system (16), wherein the vehicle usage profile is defined by points on the pareto front between fuel consumption of the fuel cell system (16) and a battery ageing parameter of the battery system (14); determine an allowable battery ageing factor of the battery system (14); identify, on the determined pareto front, a battery ageing penalty value that provides a desirable power split ratio between the battery system (14) and the fuel cell system (16) for performing the upcoming transport mission, and use the identified battery ageing penalty value as a control measure for the powertrain system (12).

Description

SYSTEM AND METHOD OF CONTROLLING POWER SPLIT IN A POWERTRAINS SYSTEMTECHNICAL FIELD

[0001] The disclosure relates generally to the field of controlling power between a battery system and a fuel cell system of a vehicle, such as a heavy-duty vehicle. In particular aspects, the disclosure relates to a computer system, powertrain system and methods for controlling energy or power utilization from the powertrain system in a vehicle. The disclosure can be applied to heavy-duty vehicles, such as trucks, buses, and construction equipment, among other vehicle types. Although the disclosure may be described with respect to a particular vehicle, the disclosure is not restricted to any particular vehicle.BACKGROUND

[0002] Hybrid vehicles, which combine various energy sources such as batteries and fuel cells, are gaining popularity due to their potential for reduced emissions and improved fuel efficiency. However, effectively managing these energy sources to meet different driving conditions and transport missions remains a challenge. There is thus an increasing need for further development of the control of the power from the batteries and the fuel cell system in the vehicle.SUMMARY

[0003] According to a first aspect of the disclosure, there is provided a computer system for controlling energy or power utilization from a powertrain system of a vehicle. The powertrain system has a battery system, a fuel cell system and one or more electric machines connected to the battery system and the fuel cell system. The computer system comprises processing circuitry. The processing circuitry is configured to determine transport mission characteristics for an upcoming transport mission for the vehicle based on transport mission data containing at least gross combined weight (GCW) of the vehicle, topology data of an intended route for the transport mission and vehicle speed under the transport mission; determine a power demand for performing the transport mission based on the determined transport mission characteristics; based on the determined transport mission characteristics and determined power demand, generate a vehicle usage profile for a number of power splitratio settings between the battery system and the fuel cell system, wherein the vehicle usage profile is defined by points on the pareto front between fuel consumption of the fuel cell system and a battery ageing parameter of the battery system; determine an allowable battery ageing factor of the battery system; identify, on the determined pareto front, a battery ageing penalty value that provides a desirable power split ratio between the battery system and the fuel cell system for performing the upcoming transport mission, and use the identified battery ageing penalty value as a control measure for the powertrain system.

[0004] The first aspect of the disclosure may seek to improve the balance of the power delivery from the battery system and the fuel cell system to meet the vehicle's propulsion needs, maintain vehicle performance, and facilitate energy efficiency. In this manner, it becomes possible to control the powertrain system in a more favorable manner, which may not only have a positive impact on the range of the vehicle and the overall fuel economy, but also have a positive impact on the service life of the battery system and the fuel cell system. A technical effect may include providing an improved prediction of a suitable battery ageing penalty level on the basis of an upcoming transport mission for the vehicle. The proposed computer system may thus allow for improving energy efficiency and reducing fuel consumption for a hybrid powertrain system of a vehicle including batteries and fuel cells as the primary energy sources. The power split control between the battery system and the fuel cell system may also be improved in that a more efficient control of the powertrains system can be performed by using the identified battery ageing penalty value as a control measure for the powertrain system.

[0005] Optionally in some examples, including in at least one preferred example, the allowable battery ageing factor for the battery system may be indicative of a maximum tolerated battery throughput. A technical improvement may include using more precise battery ageing data for identifying the battery ageing penalty value on the pareto front.

[0006] Optionally in some examples, including in at least one preferred example, the pareto front may be constructed between the desired level of hydrogen fuel consumption of the fuel cell system, the determined allowable battery ageing factor of the battery system and any one of a predicted fuel cell cycling and fuel cell power extraction. A technical improvement may include expanding the process of identifying a suitable battery ageing penalty value and / or other control penalty values to include more fuel cell related parameters.

[0007] Optionally in some examples, including in at least one preferred example, the vehicle usage profile for a number of power split ratio settings between the battery system and the fuel cell system may be generated by applying a multi -objective optimization algorithm. By way of example, the vehicle usage profile for a number of power split ratio settings between the battery system and the fuel cell system is generated by simulating the determined transport mission characteristics with a multi -objective optimization with different power split ratio settings. A technical improvement may include to further refine the efficiency and precision in generating the vehicle usage profiles.

[0008] Optionally in some examples, including in at least one preferred example, the battery ageing penalty value may be a battery throughput penalty value. A technical benefit of using battery throughput penalty value as the battery ageing penalty value is that battery degradation is at least relatively closely related to the battery throughput, i.e. the total amount of energy passing through the battery cells of the battery system. Hence, penalizing the battery throughput adds minimizing the battery degradation to the power split control decision.

[0009] Optionally in some examples, including in at least one preferred example, the battery ageing penalty value may be identified from the pareto front by taking the crossing point between a maximum allowed battery ageing factor and one of the power split ratio settings of the generated vehicle usage profile.

[0010] Optionally in some examples, including in at least one preferred example, the identification of the battery ageing penalty value as a control measure for the powertrain system may be performed ahead of commencing the transport mission or during the transport mission. A technical benefit associated with performing the identification ahead of commencing the transport mission may include less constraints on the computational time. A technical benefit associated with performing and updating the identification during the transport mission may include larger accuracy.

[0011] Optionally in some examples, including in at least one preferred example, the processing circuitry may be further configured to use the identified battery ageing penalty value as a control measure in a power split controller of the powertrain system, wherein the identified battery ageing penalty value may be applied to adjust the power split ratio between the battery system and the fuel cell system for performing the transport mission.

[0012] Optionally in some examples, including in at least one preferred example, the processing circuitry may be configured to generate a set of vehicle usage profiles for a number of power split ratio settings between the battery system and the fuel cell system for a plurality of vehicles with different gross combined weight, the vehicle usage profiles being generated based on the determined transport mission characteristics and determined power demand. A technical improvement may include to extend the proposed computer system to include a number of vehicles, thus further improving the prediction and control parameters for one or more vehicles.

[0013] Optionally in some examples, including in at least one preferred example, the processing circuitry may further be configured to generate a vehicle usage profile based on historical vehicle usage data of a vehicle having completed a similar transport mission. A technical improvement may include to further improve the generation of the vehicle usage profile in that the underlying data is further extended.

[0014] Optionally in some examples, including in at least one preferred example, the power demand for performing the transport mission based on the determined transport mission characteristics may be determined by applying a vehicle model containing at least the transport mission characteristics and one or more vehicle data. To determine the power demand for the vehicle, several types of vehicle data may be used. These parameters may vary depending on the specific mission and the type of vehicle involved.

[0015] Examples of vehicle data may be vehicle type, vehicle configuration, the GCW, distribution of load on the vehicle, the vehicle's aerodynamic characteristics, the rolling resistance, the vehicle efficiency, regenerative braking capability, power demand from auxiliary systems, driver habits, use of energy source etc. The efficiency of the vehicle's powertrain may be determined based on type of powertrain, transmission, drivetrain, type of battery system, the efficiency of the battery, type of electric motor, and type of fuel cell system etc. The auxiliary systems may be any one of an air conditioning system, heating system, lighting system, and entertainment system.

[0016] In addition, the transport mission data may contain route information, distance to be traveled, route profile, including elevation changes, road grade, and terrain type (urban, highway, off-road, etc.). The transport mission data may further contain mission duration data.

[0017] The transport mission data may also contain speed profile, desired or required speed for different segments of the journey (e.g., city driving, highway cruising, acceleration, deceleration), traffic conditions, such as traffic congestion and stop-and-go driving conditions, which affect energy consumption and power demand. The transport mission data may further contain environmental conditions data such as ambient temperature, which affects the efficiency and performance of batteries and internal combustion engines, and humidity and wind conditions, which can influence aerodynamics and energy consumption.

[0018] The transport mission data may further contain data about charging and / or refueling infrastructure.

[0019] According to a second aspect of the disclosure, there is provided a system comprising the computer system according to the first aspect and a powertrain system of a vehicle, the powertrain system having a battery system, a fuel cell system and one or more electric machines electrically connected to the battery system and the fuel cell system.

[0020] According to a third aspect of the disclosure, there is provided a vehicle comprising the computer system according to the first aspect and / or a system according to the second aspect.

[0021] According to a fourth aspect of the disclosure, there is provided a computer- implemented method for controlling energy or power utilization from a powertrain system of a vehicle, the powertrain system having a battery system, a fuel cell system and one or more electric machines connected to the battery system and the fuel cell system, the method comprising: determining transport mission characteristics for an upcoming transport mission for the vehicle based on transport mission data containing at least gross combined weight GCW of the vehicle, topology data of an intended route for the transport mission and vehicle speed under the transport mission; determining a power demand for performing the transport mission based on the determined transport mission characteristics; based on the determined transport mission characteristics and determined power demand, generating a vehicle usage profile for a number of power split ratio settings between the battery system and the fuel cell system, wherein the vehicle usage profile is defined by points on the pareto front between fuel consumption of the fuel cell system and a battery ageing parameter of the battery system; determining an allowable battery ageing factor of the battery system; identifying, on the determined pareto front, a battery ageing penalty value that provides a desirable power split ratio between the battery system and the fuel cell system for performing the upcomingtransport mission, and using the identified battery ageing penalty value as a control measure for the powertrain system.

[0022] The fourth aspect of the disclosure may seek to how to improve the balance of the power delivery from the battery system and the fuel cell system to meet the vehicle's propulsion needs, maintain vehicle performance, and facilitate energy efficiency. In this manner, it becomes possible to control the powertrain system in a more favorable manner, which may not only have a positive impact on the range of the vehicle and the overall fuel economy, but also a have positive impact on the service life of the battery system and the fuel cell system. A technical effect may include to provide an improved prediction of a suitable battery ageing penalty level on the basis of an upcoming transport mission for the vehicle.The proposed computer system may thus allow for improving energy efficiency and reducing fuel consumption for a hybrid powertrain system of a vehicle including batteries and fuel cells as the primary energy sources. The power split control between the battery system and the fuel cell system may also be improved in that a more efficient control of the powertrains system can be performed by using the identified battery ageing penalty value as a control measure for the powertrain system.

[0023] According to a fifth aspect of the disclosure, there is provided a computer program product comprising program code for performing, when executed by the processing circuitry comprised in the computer system of the first aspect, the method of the fourth aspect.

[0024] According to a sixth aspect of the disclosure, there is provided a non-transitory computer-readable storage medium comprising instructions, which when executed by the processing circuitry of the first aspect, cause the processing circuitry to perform the method of the fourth aspect.

[0025] The disclosed aspects, examples (including any preferred examples), and / or accompanying claims may be suitably combined with each other as would be apparent to anyone of ordinary skill in the art. Additional features and advantages are disclosed in the following description, claims, and drawings, and in part will be readily apparent therefrom to those skilled in the art or recognized by practicing the disclosure as described herein.

[0026] There are also disclosed herein computer systems, control units, code modules, computer-implemented methods, computer readable media, and computer program products associated with the above discussed technical benefits and / or technical improvements.BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Examples are described in more detail below with reference to the appended drawings.

[0028] FIG. 1 illustrates an exemplary view of a powertrain system for a vehicle, comprising a computer system having a processing circuitry configured to control energy or power utilization from the powertrain system according to an example.

[0029] FIG. 2 illustrates further details of the powertrain system in FIG. 1 according to examples.

[0030] FIG. 3 illustrates a pareto front according to the example of FIGS. 1 and 2.

[0031] FIG. 4 illustrates a number of pareto fronts according to examples.

[0032] FIG. 5 is a flow chart of an exemplary method to control a powertrain system of a vehicle according to an example.

[0033] FIG. 6 is a schematic diagram of an exemplary computer system for implementing examples disclosed herein, according to an example.DETAILED DESCRIPTION

[0034] The detailed description set forth below provides information and examples of the disclosed technology with sufficient detail to enable those skilled in the art to practice the disclosure.

[0035] The present disclosure is at least partly based on the realization that controlling power supply, e.g. electrical energy supply, in fuel cell electric vehicles may still be challenging in terms of providing a desirable and long-term reliable power split between the fuel cell system and the battery system of the vehicle. More specifically, in a fuel cell electric vehicle, the power requested by the electric machine is provided by the fuel cell power in combination with the battery power, and generally there is a power split between the power from the fuel cell system and power the battery system. Such fractional split of the power sources may often be controlled by a computer system having a power split control function.

[0036] While the power supply from the fuel cell system and the battery system may be controlled in several different manners so as to provide a power split for optimizing the fuel economy (of hydrogen fuel) during operation of the vehicle along a route, it has been observed that operating the fuel cell system as stationary as possible at an efficiency sweet spot may generally have a positive impact on the fuel consumption of hydrogen fuel. Inaddition, it has been observed that the battery system should generally be prioritized during braking in order to reduce the fuel consumption of the vehicle. Therefore, a powertrain system may be controlled to prioritize using the battery system as the power source during uphill travelling for propulsion, so that the battery system can be charged during downhill travelling.

[0037] However, the above may generally have a negative impact on the battery life, i.e. the above operations are generally in opposition to minimizing battery degradation.

[0038] For these and other reasons, there is still a need for improving the control of power supply, or energy supply, from a powertrain system of a vehicle comprising a battery system and a fuel cell system. In particular, there is a need for improving how to split up the power supply from the battery system and the fuel cell system to the electric machine(s) in a predictive manner.

[0039] To remedy this, the present disclosure provides systems and methods for controlling energy or power utilization from the powertrain system. The disclosure may seek to improve the balance of the power delivery from the battery system and the fuel cell system to meet the vehicle's propulsion needs, maintain vehicle performance, facilitate energy efficiency and increase component lifetime. A technical improvement may include refining the prediction of a suitable battery ageing penalty level on the basis of an upcoming transport mission for the vehicle.

[0040] To this end, the proposed computer system provides a processing circuitry configured to determine transport mission characteristics, determine power demand for performing a transport mission based on these transport mission characteristics, determine a power split control measure, and subsequently control the powertrain system based on the determined power split control measure.

[0041] Since another challenge is that the optimal battery throughput penalty may often vary and be different for different applications and transport missions, the proposed computer system is configured to generate a vehicle usage profile for a number of power split ratio settings between the battery system and the fuel cell system based on the transport mission characteristics and power demand. The appropriate battery ageing penalty value, such as the optimal battery throughput penalty, is then identified on a pareto front as the value that provides a desirable power split ratio between the battery system and the fuel cell system for performing the transport mission. As battery degradation is closely related to batterythroughput, i.e., the total amount of energy passing through the battery cells of the battery system, the power split functionality will have a so called pareto front between fuel consumption and battery degradation.

[0042] One example of such computer system and powertrain system will now be described in relation to the example in FIG. 1, in combination with FIGS. 2 to 4.

[0043] In FIG. 1, there is illustrated one example of a vehicle 10. The vehicle 10 is here a heavy-duty vehicle, such as a truck. The vehicle 10 comprises a powertrain system 12. The powertrain system 12 comprises a battery system 14. In addition, the powertrain system 12 also comprises a fuel cell system 16.

[0044] In other words, the powertrain system 12 may here be considered as an electric powertrain system and the vehicle 10 as a fully electrical vehicle. As the vehicle 10 comprises the fuel cell system 16, the vehicle may also be denoted as fuel cell electric vehicle (FCEV).

[0045] The vehicle 10 may, however, be of any type of vehicle suitable for transporting people and / or goods, such as bulk material from one location to another. For example, the vehicle may be an excavator, loader, articulated hauler, dump truck, truck or any other suitable vehicle known in the art. In some examples, the vehicle 10 may be driven by an operator. In other examples, the vehicle 10 may be an autonomous vehicle that is controlled by a vehicle motion management (VMM) unit configured to individually control vehicle units and / or vehicle axles and / or wheels of the vehicle. For ease of reference, the following description refers to a vehicle in the form of a truck.

[0046] The powertrain system 12 is configured to provide traction power for the vehicle 10. The traction power is delivered to one or more ground engaging members 11, e.g. one or more wheels 11 of the vehicle 10, by any one of the battery system 14 and the fuel cell system 16 in cooperation with one or more electric machines 18.

[0047] Hence, the powertrain system 12 here also comprises at least one electric machine 18. Electric machines 18 are responsible for converting electrical energy from the battery system 14 or fuel cell system 16 into mechanical power to drive the vehicle's wheels. The electric machine 18 is thus configured to provide traction power to the vehicle 10. The electric machine 18 is configured to be connected to the battery system 14 and the fuel cell system 16.

[0048] It should be noted that the powertrain system 12 may be provided with a plurality of electric machines 18. Hence, the powertrains system 12 may comprise one or more electric machines 18. Each one of the electric machines 18 is configured to be connected to the battery system 14 and the fuel cell system 16, either individually connected or collectively connected.

[0049] Put it differently, the fuel cell system 16 together with the battery system 14 and the electric machine 18 form parts of the powertrain system 12 for providing traction power to the vehicle 10. The electric machine 18 is a traction motor for providing traction power to the vehicle 10, i.e. for propelling the wheels 11 of the vehicle 10. The fuel cell system 16 is connected to the electrical machine 18 to provide power to the electrical machine 16, thereby the electrical machine 18 can provide traction power to the wheels 11. The electric machine may generally include a conventional electric motor.

[0050] In a similar vein, the battery system 14 is electrically connected to the electrical machine 18 to provide power to the electrical machine 18.

[0051] As illustrated in FIG. 1, the battery system 14 and the fuel cell system 16 are arranged in parallel, whereby each one of the battery system 14 and the fuel cell system 16 are connected to the electric machine 18. The battery system 14 and the fuel cell system 16 may likewise be arranged in series, whereby the battery system 14 and the fuel cell system 16 are connected to the electric machine 18 in a slightly different way.

[0052] The battery system 14 is here comprised of high-energy-density lithium-ion battery cells, designed to store electrical energy efficiently.

[0053] The fuel cell system 16 here comprises one or more fuel cell stacks arranged to generate electricity to propel the vehicle and to power auxiliary equipment. Each one of the fuel cell stacks comprises a plurality of fuel cells (not shown). Each one of the fuel cell stacks generally comprises a high number of fuel cells, e.g. 100-300 fuel cells connected in series. The fuel cell system 16 may thus comprise a number of fuel cell stacks having a number of fuel cells, respectively. In other examples, the fuel cell system 16 comprises a single fuel cell stack with a number of fuel cells. While there are several different types of fuel cells, distinguished mainly by the type of electrolyte used, a so-called Proton Exchange Membrane (PEM) fuel cell is particularly suitable for use in heavy-duty vehicles, such as the vehicle in FIG. 1.

[0054] The fuel cell system 16 may also comprise additional components as well as a so- called balance of plant system. The balance of plant refers to and encompasses typically all components of the fuel cell system except the fuel cell stack itself.

[0055] The powertrain system 12 may further comprise additional components as is readily known in the field of electrical propulsions systems, such as a transmission 13 for transmitting a rotational movement from the electric machine(s) 18 to a propulsion shaft, sometimes denoted as the drive shaft (not shown). The propulsion shaft connects the transmission 13 to the wheels 11. Some vehicles may use a traditional multi-speed transmission, while others employ single-speed transmissions or direct-drive configurations for simplicity and efficiency. Furthermore, although not shown, the electrical machine 18 is typically coupled to the transmission 13 by a clutch. The electric machine 18 is arranged to receive electric power from any one of the battery system 14 and the fuel cell system 16. The electric machine 18 is here also arranged as a traction motor for the vehicle 10.

[0056] As further illustrated in FIG. 1, the powertrain system 12 also comprises one or more DC-DC Converters 15 and 17. The DC / DC converters 15 and 17 may interface the fuel cell system 16 and the battery system 14 to the de bus voltage (DC-link). A DC-DC converter is used to regulate and manage the electrical power between the high-voltage system (battery or fuel cell) and the low-voltage system, which powers accessories and the vehicle's electrical subsystems.

[0057] The powertrain system 12 here also comprises a DC / AC inverter 19. The DC / AC inverter 19 is responsible for converting the direct current (DC) power from the battery or fuel cell into alternating current (AC) power required by the electric machine(s). The DC / AC inverter 19 is configured to control the speed and torque of the electric machines, contributing to overall vehicle performance and efficiency.

[0058] In one example, the battery system 14 is electrically connected via a junction box (not shown) to the electrical machine 16, while the fuel cell system 16 is configured to supply energy to the electrical machine 18 and / or delivers power to the battery 14 via a DC / DC converter, as is commonly known in the field of FCEVs.

[0059] As illustrated in FIG. 1, the powertrain system 12 also comprises a power split controller 50. The power split controller 50 is configured to control power supply, or energy supply, from the battery system 14 and the fuel cell system 16 to the electric machine(s) 18. Hence, the power split controller 50 is configured to be in communication with the batterysystem 14 and the fuel cell system 16. Optionally, the power split controller 50 is configured to be in communication with the DC / DC converters 15 and 17 and the DC / AC inverter 19 for allowing further control of the power supply and power conversion within the powertrain system 12. These parts of the powertrain system 12 are conventional parts in an electric powertrain system, and thus not further described herein.

[0060] As depicted in FIG. 1, the power split controller 50 is here an integral part of a computer system 100. In other examples, the power split controller 50 is a stand-alone component configured to be controlled by the computer system 100.

[0061] The computer system 100 of FIG. 1 is thus configured to control energy or power utilization in, and from, the powertrain system 12.

[0062] As further illustrated, the computer system 100 comprises processing circuitry 102. The processing circuitry 102 is configured to control the power split controller 50 to control energy or power utilization from a powertrain system 12. Alternatively, or in addition, the processing circuitry 102 is configured to directly control energy or power utilization from the powertrain system 12. In such configuration, the processing circuitry 102 is the power split controller.

[0063] In FIG. 1, the computer system 100 also comprises a memory 104 and a system bus 106. These components and further optional technical details of the computer system 100 are described in relation to FIG. 6.

[0064] It should be noted that the computer system 100 may be an integral part of the powertrain system 12. In other examples, the computer system 100 and the powertrain system 12 may be separate parts configured to communicate with each other. The computer system 100 may e.g. be a part of a remote server or the like. Hence, in some examples, there is provided a system 90 comprising the powertrain system 12 and the computer system 100, wherein the computer system 100 is configured to be in communication with the powertrain system 12 so as to control energy or power utilization from the powertrain system 12.

[0065] Turning now to FIG. 2, in combination with FIG. 3, there is depicted one example of the computer system 100 in FIG. 1 that is configured to control energy or power utilization from the powertrain system 12. The computer system 100 here comprises the processing circuitry 102.

[0066] The processing circuitry 102 is here configured to determine transport mission characteristics 20 for an upcoming transport mission for the vehicle 10. The transport missioncan be varied for different types of vehicle. By way of example, the transport mission can be to transport goods from point A to point B, i.e. from a geographical starting point to a geographical destination. The transport may generally be performed along a vehicle path, such as a road. Other examples are also possible, such as transportation of people. The transportation may also include an iterative transportation of people, e.g. a bus operating along a certain route. The processing circuitry 102 is configured to determine transport mission characteristics 20 for an upcoming transport mission for the vehicle 10 based on transport mission data. The transport mission data contains at least a value of the gross combined weight GCW of the vehicle 10. The GCW of a truck is the total weight of the entire combination of the truck and its trailer, including the truck, trailer, cargo, passengers, and any other items carried. The GCW is a standard parameter and can be determined in several different ways, e.g. by weighing the truck, trailer and cargo, from a look-up table, from data received from a remote server or the like. The GCW may also be provided by a route planner system of the computer system 100. Hence, the GCW can likewise be determined from an on board estimation by one or more weighing sensors and data indicative of the different loads on the vehicle 10. The computer system 100 may generally store the GCW in the memory 104 in beforehand or receive data from a user, driver, operator or the like.

[0067] Moreover, the transport mission data contains topology data of an intended route for the transport mission. Determining transport mission data from topology data involves analyzing and extracting relevant information about the transportation route, including distance, elevation changes, road conditions, and other factors that can affect the vehicle's performance and energy consumption. The processing circuitry 102 is generally configured to obtain topology data from various sources, such as digital maps, GPS data, or geographic information system (GIS) databases. These sources may generally include relevant information about the road network, including roads, highways, elevation data, and potential destinations. In one example, the topology data is received by the processing circuitry 102 from the route planner system. In other examples, the topology data is obtained from previous transport missions along the planned route.

[0068] Further, the transport mission data contains predicted or desired vehicle speed for the vehicle 10 under the transport mission. The predicted vehicle speed for the vehicle 10 under the transport mission generally corresponds to the desired vehicle speed for the vehicleunder the transport mission. The desired vehicle speed is calculated in relation to the time for when the transport mission should be completed. Hence, processing circuitry 102 is configured to receive data indicative of a desired vehicle speed for the vehicle 10 under the transport mission. The desired vehicle speed can e.g. be determined on the basis of the desired time for the duration of the transport mission. By way of example, the desired time is a desired time period for completing a transport mission. The desired time can also be a desired time for when the transport mission should be completed. In such example, the desired time period is the period between the start of the transport mission and the completion of the transport mission. The desired vehicle speed is then calculated based on this time period. Hence, the processing circuitry 102 is configured to calculate the desired time for when the transport mission should be completed and / or the desired time period for duration of the transport mission. Based on the desired time for when the transport mission should be completed and / or the desired time period for duration of the transport mission, the processing circuitry 102 subsequently calculates the desired vehicle speed. The desired vehicle speed is then used as the predicted vehicle speed for the transport mission. It should be readily appreciated that the vehicle speed (both predicted and desired) may also be limited by the maximal vehicle speed, which in turn may depend on both the specifications of the vehicle, the topology and the road signs. Accordingly, determining the desired or required speed for the vehicle 10 to perform the transport mission involves considering various factors that affect the journey, such as time constraints, distance, and road conditions. In other examples, the processing circuitry 102 is configured to estimate one or more speed profiles for the vehicle 10. The processing circuitry 102 may thus create realistic speed profiles for different segments of the journey, wherein both optimal and suboptimal scenarios are taken into account based on road conditions, traffic, and any speed limits.

[0069] In addition, or alternatively, the predicted vehicle speed (or desired vehicle speed) is received by the processing circuitry 102 directly from the route planner system. In other examples, the predicted vehicle speed (or desired vehicle speed) is obtained from previous transport missions along the planned route.

[0070] The processing circuitry 102 is also configured to determine a power demand 22 for performing the transport mission based on the determined transport mission characteristics 20. To determine the required power demand 22 for the vehicle 10 to perform the transport mission based on the determined transport characteristics, the processingcircuitry 102 is configured to estimate the energy consumption and power requirements of the vehicle 10 during the mission. Determining the power demand 22 is generally performed according to a conventional vehicle model, as is commonly known in the art within electric heavy duty vehicles. By way of example, the power demand 22 for performing the transport mission based on the determined transport mission characteristics 20 is determined by applying a vehicle model containing at least the transport mission characteristics and one or more vehicle data. The vehicle data can be gathered from various vehicle sensors, from navigation systems of the vehicle, from data received from one or more control units of the vehicle 10, and / or from various technologies and systems for tracking and monitoring the vehicle 10, such as GPS.

[0071] The processing circuitry 102 may also be configured to take other parameters into account, such as road conditions, visibility, weather, and other environmental factors that could affect the performance of the vehicle 10, the battery system 14 and the fuel cell system 16.

[0072] One example of a simplified equation that can be used in the vehicle model for determining the power demand is the following:Power Demand (P) = Force F) X Vehicle Speed (7) Wherein:Force (F) is the total resistance force acting on the vehicle 10, including rolling resistance, aerodynamic drag, and grade resistance. It is often represented as:F = F_rolling + F_aero + F_gradeWherein:F rolling is the rolling resistance force due to tire-road interaction.F aero is the aerodynamic drag force.F grade is the force required to overcome changes in elevation or road grade (e.g., uphill or downhill).Speed (v) is the velocity of the vehicle.

[0073] To further improve the accuracy of the estimated power demand, the vehicle model may also contain parameters that consider the vehicle's specifics and real-worldconditions. Such vehicle models may contain factors like electrical efficiency of the powertrain system, including the battery and / or fuel cell, inverter, electric motor / electric machine, regenerative braking system, vehicle weight, transmission losses, regenerative braking, and other variables.

[0074] In practice, the power demand 22 for a truck may depend on a range of variables and may generally be determined through vehicle testing and simulations. Such determination of the power demand belongs to common general knowledge and is not further described herein.

[0075] The computer system 100 can acquire relevant vehicle data from various sensors on the vehicle 10 and / or from previously stored data in the vehicle 10. Thus, the processing circuitry 102 is configured to receive data and store data in the memory 104 of the computer system 100.

[0076] As illustrated in FIGS. 2 and 3, the processing circuitry 102 is further configured to generate a vehicle usage profile 24 for a number of power split ratio settings 26 between the battery system 14 and the fuel cell system 16. In particular, the processing circuitry 102 is configured to generate the vehicle usage profile 24 for a number of power split ratio settings 26 between the battery system 14 and the fuel cell system 16 based on the determined transport mission characteristics 20 and determined power demand 22. The generated vehicle usage profile 24 can be illustrated in several different manners. In this example, as illustrated in e.g. FIG. 2, and also in FIGs. 3 to 4, the generated vehicle usage profile 24 is defined by points on a pareto front 60 between fuel consumption 62 of the fuel cell system 16 and a battery ageing parameter 64 of the battery system 14. These objectives are selected as they are of importance to the operational cost of the vehicle 10.

[0077] For example, in FIG. 3, the vehicle usage profile 24 is defined by the power split ratio settings 26, as defined by the dots 0 to 10.

[0078] The generation of the vehicle usage profile 24 for a number of power split ratio settings 26 can be performed in several different manners. By way of example, the generation of the vehicle usage profile 24 for a number of power split ratio settings 26 between the battery system 14 and the fuel cell system 16 is generated by applying a multi -objective optimization algorithm. In this context, applying a multi -objective optimization algorithm means that the vehicle usage profile for a number of power split ratio settings between the battery system 14 and the fuel cell system 16 is generated by simulating the determinedtransport mission characteristics with a multi -objective optimization with different power split ratio settings.

[0079] In this manner, the processing circuitry 102 is configured to simulate or test how different combinations of power split ratio settings 26 between the battery system 14 and the fuel cell system 16 affect fuel consumption of the fuel cell system 16 and battery ageing of the battery system. More specifically, the processing circuitry 102 is configured to simulate or test how different combinations of power split ratio settings 26 between the battery system 14 and the fuel cell system 16 affect fuel consumption of the fuel cell system 16 and battery ageing of the battery system 14 under the operating conditions defined by the determined transport mission characteristics and determined power demand.

[0080] In this example, as illustrated in FIGS. 2 and 3, fuel consumption is expressed in terms of hydrogen consumption rate, and battery aging is represented by the battery throughput. As mentioned herein, the battery throughput is defined as the total amount of energy passing through the battery cells of the battery system. Other battery ageing representations could be based on the cycling depth of discharge (DoD), the battery cell temperature, etc.

[0081] As illustrated in FIG. 2, the x-axis here represents battery throughput in kWh / h, while the y-axis here represents hydrogen (H2) consumption rate in kg / lOOkm. The references X4 to XI 0 schematically depict that the battery throughput level along the X-axis increases from left to right, while the references Y1 to Y7 schematically depict that the hydrogen (H2) consumption rate along the Y-axis increases from bottom to top of the coordinate system.

[0082] Generating the pareto front 60 between fuel consumption 62 of the fuel cell system 16 and a battery aging parameter 64 of the battery system 14 here comprises optimizing a multi -objective system to balance the two conflicting objectives: minimizing fuel consumption and minimizing battery aging.

[0083] By using a multi -objective optimization algorithm (e.g., genetic algorithms, particle swarm optimization, or multi -objective evolutionary algorithms), the processing circuitry 102 is configured to explore the design space and find optimal solutions that balance both objectives minimizing fuel consumption and minimizing battery aging. In other words, these algorithms seek a set of non-dominated (Pareto-optimal) solutions, representing thetrade-offs between the two objectives minimizing fuel consumption and minimizing battery aging.

[0084] As mentioned above, and as illustrated in FIGS. 2 and 3, the vehicle usage profile 24 is defined by points (points 0 to 10) on the pareto front 60 between fuel consumption 62 of the fuel cell system 16 and the battery ageing parameter 64 of the battery system 14. The different numbers 0 to 10 (i.e. different power split settings 26) represent the extent of prioritizing battery degradation, with an increasing number meaning a higher battery throughput penalty and therefor a higher regard for battery life in a final control measure 72. It should be noted that while using the setting 0 generally gives the exact same result as not having a battery throughput setting, it is, technically, still a setting.

[0085] In other words, the processing circuitry 102 is configured to provide a pareto front visualization, in which the processing circuitry 102 plots the pareto front 60 for a number of power split ratio settings 26 on a graph, as illustrated in FIGS. 2 and 3, with fuel consumption 62 on the y-axis and battery throughput 64 on the x-axis. The graph is thus the pareto front 60, representing a set of power split settings 26 where there is essentially no way to improve one objective without compromising the other object. In other words, the pareto front 60 illustrates selectable trade-offs between the two objectives, i.e. between minimizing fuel consumption and minimizing battery aging.

[0086] In this example, the location of the curve (pareto front 60) is further established based on the transport mission characteristics 20, including GCW, topology data of the route and required / predicted vehicle speed during the transport mission.

[0087] Furthermore, the processing circuitry 102 is configured to determine an allowable battery ageing factor 30 of the battery system 14. By way of example, the allowable battery ageing factor 30 for the battery system 14 is indicative of a maximum tolerated battery throughput. In FIGS. 2 and 3, the allowable battery ageing factor 30 is indicated by the dashed line. Typically, the processing circuitry 102 is configured to receive state of health (SOH) data from a battery system management unit, and further configured to translate the SOH data into a maximum tolerated battery throughput. The maximum tolerated battery throughput here corresponds to the allowable battery ageing factor 30. Alternatively, the processing circuitry 102 is configured to determine the state of health (SOH) based on available battery system data. The processing circuitry 102 is here also configured to translatethe SOH data into the maximum tolerated battery throughput to be used as the allowable battery ageing factor 30.

[0088] Based on the determined allowable battery ageing factor 30 of the battery system 14, the processing circuitry 102 can select a solution from the pareto front 60 that provides a desirable power split ratio between the battery system 14 and the fuel cell system 16 for performing the upcoming transport mission. In this example, the solution from the pareto front 60 refers to a desirable battery ageing penalty value, such as a battery throughput penalty value for the transport mission.

[0089] As such, the processing circuitry 102 is also configured to identify, on the determined pareto front 60, a battery ageing penalty value 70 that provides a desirable power split ratio between the battery system 14 and the fuel cell system 16 for performing the upcoming transport mission. The battery ageing penalty value 70 is here the battery throughput penalty value. Other examples may also be conceivable, such as DOD, temperature of the battery cell, fuel cell cycling counter etc.

[0090] As may be gleaned from e.g. FIG. 3, the battery ageing penalty value 70 is here identified from the pareto front 60 by taking the crossing point between the maximum allowed battery ageing factor 30 and one of the power split ratio settings 26 of the generated vehicle usage profile 24, such as the number 3 of the power split ratio settings 26 on the graph in FIG. 3.

[0091] In addition, the processing circuitry 102 is configured to use the identified battery ageing penalty value 70 as a control measure 72 for the powertrain system 12. For example, as illustrated in FIGS. 2 and 3, the control measure 72 can be transferred to the power split controller 50 of the powertrain system 12.

[0092] Accordingly, the computer system 100 allows for controlling the vehicle in relation to minimizing battery degradation and fuel consumption. Minimizing battery degradation may be appreciated for an owner of a vehicle as it minimizes the total cost of ownership. It should also be readily appreciated that since different usages / customers give different vehicle usage profiles 24, the power split throughput penalty setting (points 0 to 10 in FIG. 3) should be dynamic and changeable according to the state of health (SOH) of the battery system 14 and the transport mission and vehicle data. As an example, if one owner of a vehicle wants the battery throughput to be about 60kWh / h, the owner may select a batterythroughput penalty value of 1, while another owner of another heavy-duty vehicle may need to raise it to at least 3.

[0093] In this example, the identification of the battery ageing penalty value 70 as a control measure 72 for the powertrain system 12 is performed ahead of commencing the transport mission. In addition, or alternatively, the identification of the battery ageing penalty value 70 as a control measure 72 for the powertrain system 12 is performed during the transport mission.

[0094] Moreover, in this example, as illustrated in FIGS. 2 and 3, the processing circuitry 102 is configured to use the identified battery ageing penalty value 70 as a control measure 72 in the power split controller 50 of the powertrain system 12, wherein the identified battery ageing penalty value 70 is applied to adjust the power split ratio between the battery system 14 and the fuel cell system 16 for performing the transport mission. By way of example, the identified battery ageing penalty value 70 is used as a control measure 72 every time the processing circuitry 102 decides to give some power to the electric machine 18. By way of example, the processing circuitry 102 can use the identified battery ageing penalty value 70 as a control measure 72 in the power split controller 50 to adjust the power split ratio between the battery system 14 and the fuel cell system 16 as often as once per second. In addition, or alternatively, if the processing circuitry 102 is configured to predict the adjustment beforehand, the processing circuitry 102 can use the identified battery ageing penalty value 70 as a control measure 72 in the power split controller 50 to adjust the power split ratio between the battery system 14 and the fuel cell system 16 every 5000 meters. Other alternatives are also possible depending on the transport mission, the vehicle and other system configuration such as the CPU capacity and the type of memory.

[0095] Also, in some examples, the power split controller 50 can transfer the control measure 72 to an electric machine power split controller 52, as illustrated in FIG. 2. In this manner, the electric machine power split controller 52 controls the power split in-between a set of electric machines based on the control measure 72.

[0096] The processing circuitry 102 may also be configured to feed additional motion commands to the vehicle 10 for realizing the route associated with the transport mission.

[0097] By the above operations of the computer system 100, the processing circuitry 102 is configured to predict a suitable (also considered as an optimal) control penalty value (e.g. the battery ageing penalty value 70) on the basis of what transport mission type the vehiclewill be driving next. In this manner, the computer system 100 allows for better balancing the power split between eh battery system 14 and the fuel cell system 16 in view of desired battery degradation, fuel cell degradation and fuel consumption in the vehicle 10.

[0098] FIG. 4 illustrates another example. In FIG. 4, a number of pareto fronts 60 is plotted for a number of different vehicles. The vehicles may differ from each other in one or more parameters, such as the weight of the vehicle, the load capacity of the vehicle, the terrain the vehicle operates in etc. FIG. 4 is similar to the example described in relation to FIGS. 1 to 3. In addition, in FIG. 4 the processing circuitry 102 is configured to perform the operations described above in relation to FIGS. 2 and 3 for a number of different vehicles.

[0099] Accordingly, in FIG. 4, the processing circuitry 102 is configured to generate a set of vehicle usage profiles 24a to 24n for a number of power split ratio settings between the battery system 14 and the fuel cell system 16 for a plurality of vehicles 10 with different GCWs, the vehicle usage profiles being generated based on the determined transport mission characteristics and determined power demand. In FIG. 4, there are four pareto fronts 60 plotted for light, moderate, heavy and very heavy-duty vehicle.

[0100] The example in FIGS. 2 to 4 can also be extended to include further parameters. In one example, the processing circuitry 102 is further configured to generate the vehicle usage profile 24 based on historical vehicle usage data of a vehicle having completed a similar transport mission.

[0101] Although not illustrated, the pareto front 60 can also be constructed between the desired level of hydrogen fuel consumption of the fuel cell system 16, the determined allowable battery ageing factor 30 of the battery system 14 and any one of a predicted fuel cell cycling and fuel cell power extraction. In this manner, additional data is utilized to determine the suitable battery ageing penalty value 70. It should be readily appreciated that if more data / parameters are used than the above two (fuel consumption 62 of the fuel cell system 16 and a battery ageing parameter 64), the plotted curve(s) will not be in the two- dimensional plane, but rather a three-dimensional model (i.e. for three parameters).

[0102] FIG. 5 is a flow chart of a method according to an example. More specifically FIG. 5 is an exemplary computer implemented method 300 according to an example. The computer-implemented method 300 is intended for controlling energy or power utilization from the powertrain system 12 of the vehicle 10, e.g. the powertrain system 12 of Fig. 1. As mentioned in relation to FIG. 1, the powertrain system 12 comprises the battery system 14,the fuel cell system 16 and one or more electric machines 18 connected to the battery system 14 and the fuel cell system 16. The method is generally implemented by the processing circuitry 102.

[0103] As illustrated in FIG. 5, the computer-implemented method 300 comprises a step of determining S20 transport mission characteristics for an upcoming transport mission for the vehicle 10 based on transport mission data 20 containing at least GCW of the vehicle 10, topology data of an intended route for the transport mission and vehicle speed under the transport mission. The processing circuitry 102 is configured to implement this step.

[0104] Further, the computer-implemented method 300 comprises a step of determining S30 a power demand for performing the transport mission based on the determined transport mission characteristics. The processing circuitry 102 is configured to implement this step.

[0105] Next, the computer-implemented method 300 comprises a step of generating S40, based on the determined transport mission characteristics and determined power demand, a vehicle usage profile 24 for a number of power split ratio settings 26 between the battery system 14 and the fuel cell system 16, wherein the vehicle usage profile 24 is defined by points on the pareto front 60 between fuel consumption 62 of the fuel cell system 16 and a battery ageing parameter 64 of the battery system 14. The processing circuitry 102 is configured to implement this step.

[0106] Moreover, the computer-implemented method 300 comprises a step of determining S50 an allowable battery ageing factor 30 of the battery system 14. The processing circuitry 102 is configured to implement this step.

[0107] Next, the computer-implemented method 300 comprises a step of identifying S60, on the determined pareto front 60, a battery ageing penalty value 70 that provides a desirable power split ratio between the battery system 14 and the fuel cell system 16 for performing the upcoming transport mission. The processing circuitry 102 is configured to implement this step.

[0108] Finally, the computer-implemented method 300 comprises a step of using S70 the identified battery ageing penalty value 70 as a control measure 72 for the powertrain system 12. The processing circuitry 102 is configured to implement this step.

[0109] In some examples, there is provided a computer program product comprising program code for performing, when executed by the processing circuitry 102, the method 300 as described above.

[0110] In some examples, there is provided a non-transitory computer-readable storage medium comprising instructions, which when executed by the processing circuitry 102, cause the processing circuitry 102 to perform the method 300 as described above.[OHl] Further details of one example of a computer system that can be used as the computer system 100 will now be described in relation to FIG. 6.

[0112] FIG. 6 is a schematic diagram of a computer system 600 for implementing examples disclosed herein. The computer system 600 is adapted to execute instructions from a computer-readable medium to perform these and / or any of the functions or processing described herein. The computer system 600 may be connected (e.g., networked) to other machines in a LAN (Local Area Network), LIN (Local Interconnect Network), automotive network communication protocol (e.g., FlexRay), an intranet, an extranet, or the Internet. While only a single device is illustrated, the computer system 600 may include any collection of devices that individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein. Accordingly, any reference in the disclosure and / or claims to a computer system, computing system, computer device, computing device, control system, control unit, electronic control unit (ECU), processor device, processing circuitry, etc., includes reference to one or more such devices to individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein. For example, control system may include a single control unit or a plurality of control units connected or otherwise communicatively coupled to each other, such that any performed function may be distributed between the control units as desired. Further, such devices may communicate with each other or other devices by various system architectures, such as directly or via a Controller Area Network (CAN) bus, etc.

[0113] The computer system 600 may comprise at least one computing device or electronic device capable of including firmware, hardware, and / or executing software instructions to implement the functionality described herein. The computer system 600 may include processing circuitry 602 (e.g., processing circuitry including one or more processor devices or control units), a memory 604, and a system bus 606. The computer system 600 may include at least one computing device having the processing circuitry 602. The system bus 606 provides an interface for system components including, but not limited to, the memory 604 and the processing circuitry 602. The processing circuitry 602 may include anynumber of hardware components for conducting data or signal processing or for executing computer code stored in memory 604. The processing circuitry 602 may, for example, include a general-purpose processor, an application specific processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA), a circuit containing processing components, a group of distributed processing components, a group of distributed computers configured for processing, or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The processing circuitry 602 may further include computer executable code that controls operation of the programmable device.

[0114] The system bus 606 may be any of several types of bus structures that may further interconnect to a memory bus (with or without a memory controller), a peripheral bus, and / or a local bus using any of a variety of bus architectures. The memory 604 may be one or more devices for storing data and / or computer code for completing or facilitating methods described herein. The memory 604 may include database components, object code components, script components, or other types of information structure for supporting the various activities herein. Any distributed or local memory device may be utilized with the systems and methods of this description. The memory 604 may be communicably connected to the processing circuitry 602 (e.g., via a circuit or any other wired, wireless, or network connection) and may include computer code for executing one or more processes described herein. The memory 604 may include non-volatile memory 608 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.), and volatile memory 610 (e.g., randomaccess memory (RAM)), or any other medium which can be used to carry or store desired program code in the form of machine-executable instructions or data structures and which can be accessed by a computer or other machine with processing circuitry 602. A basic input / output system (BIOS) 612 may be stored in the non-volatile memory 608 and can include the basic routines that help to transfer information between elements within the computer system 600.

[0115] The computer system 600 may further include or be coupled to a non-transitory computer-readable storage medium such as the storage device 614, which may comprise, for example, an internal or external hard disk drive (HDD) (e.g., enhanced integrated driveelectronics (EIDE) or serial advanced technology attachment (SATA)), HDD (e.g., EIDE or SATA) for storage, flash memory, or the like. The storage device 614 and other drives associated with computer-readable media and computer-usable media may provide nonvolatile storage of data, data structures, computer-executable instructions, and the like.

[0116] Computer-code which is hard or soft coded may be provided in the form of one or more modules. The module(s) can be implemented as software and / or hard-coded in circuitry to implement the functionality described herein in whole or in part. The modules may be stored in the storage device 614 and / or in the volatile memory 610, which may include an operating system 616 and / or one or more program modules 618. All or a portion of the examples disclosed herein may be implemented as a computer program 620 stored on a transitory or non-transitory computer-usable or computer-readable storage medium (e.g., single medium or multiple media), such as the storage device 614, which includes complex programming instructions (e.g., complex computer-readable program code) to cause the processing circuitry 602 to carry out actions described herein. Thus, the computer-readable program code of the computer program 620 can comprise software instructions for implementing the functionality of the examples described herein when executed by the processing circuitry 602. In some examples, the storage device 614 may be a computer program product (e.g., readable storage medium) storing the computer program 620 thereon, where at least a portion of a computer program 620 may be loadable (e.g., into a processor) for implementing the functionality of the examples described herein when executed by the processing circuitry 602. The processing circuitry 602 may serve as a controller or control system for the computer system 600 that is to implement the functionality described herein.

[0117] The computer system 600 may include an input device interface 622 configured to receive input and selections to be communicated to the computer system 600 when executing instructions, such as from a keyboard, mouse, touch-sensitive surface, etc. Such input devices may be connected to the processing circuitry 602 through the input device interface 622 coupled to the system bus 606 but can be connected through other interfaces, such as a parallel port, an Institute of Electrical and Electronic Engineers (IEEE) 1394 serial port, a Universal Serial Bus (USB) port, an IR interface, and the like. The computer system 600 may include an output device interface 624 configured to forward output, such as to a display, a video display unit (e.g., a liquid crystal display (LCD) or a cathode ray tube(CRT)). The computer system 600 may include a communications interface 626 suitable for communicating with a network as appropriate or desired.

[0118] The operational actions described in any of the exemplary aspects herein are described to provide examples and discussion. The actions may be performed by hardware components, may be embodied in machine-executable instructions to cause a processor to perform the actions, or may be performed by a combination of hardware and software. Although a specific order of method actions may be shown or described, the order of the actions may differ. In addition, two or more actions may be performed concurrently or with partial concurrence.

[0119] Example 1 : A computer system 100 for controlling energy or power utilization from a powertrain system 12 of a vehicle 10 having a battery system 14, a fuel cell system 16 and one or more electric machines 18 connected to the battery system and the fuel cell system, the computer system comprising processing circuitry 102 configured to: determine transport mission characteristics 20 for an upcoming transport mission for the vehicle based on transport mission data containing at least gross combined weight GCW of the vehicle, topology data of an intended route for the transport mission and vehicle speed under the transport mission; determine a power demand 22 for performing the transport mission based on the determined transport mission characteristics; based on the determined transport mission characteristics and determined power demand, generate a vehicle usage profile 24 for a number of power split ratio settings 26 between the battery system and the fuel cell system, wherein the vehicle usage profile is defined by points on the pareto front 60 between fuel consumption 62 of the fuel cell system and a battery ageing parameter 64 of the battery system; determine an allowable battery ageing factor 30 of the battery system; identify, on the determined pareto front, a battery ageing penalty value 70 that provides a desirable power split ratio between the battery system and the fuel cell system for performing the upcoming transport mission, and use the identified battery ageing penalty value as a control measure 72 for the powertrain system 12.

[0120] Example 2: The computer system of example 1, wherein the allowable battery ageing factor for the battery system is indicative of a maximum tolerated battery throughput.

[0121] Example 3: The computer system of example 1 or example 2, wherein the pareto front is constructed between the desired level of hydrogen fuel consumption of the fuel cellsystem, the determined allowable battery ageing factor of the battery system and any one of a predicted fuel cell cycling and fuel cell power extraction.

[0122] Example 4: The computer system of any examples 1-3, wherein the vehicle usage profile for a number of power split ratio settings between the battery system and the fuel cell system is generated by applying a multi -objective optimization algorithm.

[0123] Example 5: The computer system of any examples 1-4, wherein the battery ageing penalty value is a battery throughput penalty value.

[0124] Example 6: The computer system of any examples 1-5, wherein the battery ageing penalty value is identified from the pareto front by taking the crossing point between a maximum allowed battery ageing factor and one of the power split ratio settings of the generated vehicle usage profile.

[0125] Example 7: The computer system of any examples 1-6, wherein, the identification of the battery ageing penalty value as a control measure for the powertrain system is performed ahead of commencing the transport mission or during the transport mission.

[0126] Example 8: The computer system of any examples 1-7, wherein the processing circuitry is further configured to use the identified battery ageing penalty value as a control measure in a power split controller of the powertrain system, wherein the identified battery ageing penalty value is applied to adjust the power split ratio between the battery system and the fuel cell system for performing the transport mission.

[0127] Example 9: The computer system of any examples 1-8, wherein the processing circuitry is configured to generate a set of vehicle usage profiles 24a to 24n for a number of power split ratio settings between the battery system and the fuel cell system for a plurality of vehicles with different gross combined weight, the vehicle usage profiles being generated based on the determined transport mission characteristics and determined power demand.

[0128] Example 10: The computer system of any examples 1-9, wherein the processing circuitry is further configured to generate a vehicle usage profile based on historical vehicle usage data of a vehicle having completed a similar transport mission.

[0129] Example 11 : The computer system of any examples 1-10, wherein the power demand for performing the transport mission based on the determined transport mission characteristics is determined by applying a vehicle model containing at least the transport mission characteristics and one or more vehicle data.

[0130] Example 12: A system 11 comprising the computer system of any of claims 1-11 and a powertrain system 12 of a vehicle 10, the powertrain system having a battery system 14, a fuel cell system 16 and one or more electric machines 18 connected to the battery system and the fuel cell system.

[0131] Example 13: A vehicle 1 comprising the computer system of any of examples 1- 11 and / or a system of example 12.

[0132] Example 14: A computer-implemented method 300 for controlling energy or power utilization from a powertrain system 12 of a vehicle 10, the powertrain system having a battery system 14, a fuel cell system 16 and one or more electric machines 18 connected to the battery system and the fuel cell system, the method comprising: determining S20 transport mission characteristics for an upcoming transport mission for the vehicle based on transport mission data containing at least gross combined weight GCW of the vehicle, topology data of an intended route for the transport mission and vehicle speed under the transport mission; determining S30 a power demand for performing the transport mission based on the determined transport mission characteristics; based on the determined transport mission characteristics and determined power demand, generating S40 a vehicle usage profile for a number of power split ratio settings between the battery system and the fuel cell system, wherein the vehicle usage profile is defined by points on the pareto front between fuel consumption of the fuel cell system and a battery ageing parameter of the battery system; determining S50 an allowable battery ageing factor of the battery system; identifying S60, on the determined pareto front, a battery ageing penalty value that provides a desirable power split ratio between the battery system and the fuel cell system for performing the upcoming transport mission, and using S70 the identified battery ageing penalty value as a control measure for the powertrain system.

[0133] Example 15: A computer program product comprising program code for performing, when executed by the processing circuitry of any of examples 1-11, the method of example 13.

[0134] Example 16: A non-transitory computer-readable storage medium comprising instructions, which when executed by the processing circuitry of any of examples 1-11, cause the processing circuitry to perform the method example 13.

[0135] The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms"a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms "comprises," "comprising," "includes," and / or "including" when used herein specify the presence of stated features, integers, actions, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and / or groups thereof.

[0136] It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure.

[0137] Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal" or "vertical" may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements present.

[0138] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[0139] It is to be understood that the present disclosure is not limited to the aspects described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and appended claims. In the drawings and specification, there have been disclosed aspects forpurposes of illustration only and not for purposes of limitation, the scope of the disclosure being set forth in the following claims.

Claims

ClaimsWhat is claimed is:

1. A computer system (100) for controlling energy or power utilization from a powertrain system (12) of a vehicle (10) having a battery system (14), a fuel cell system (16) and one or more electric machines (18) connected to the battery system and the fuel cell system, the computer system comprising processing circuitry (102) configured to: determine transport mission characteristics (20) for an upcoming transport mission for the vehicle based on transport mission data containing at least gross combined weight (GCW) of the vehicle, topology data of an intended route for the transport mission and vehicle speed under the transport mission; determine a power demand (22) for performing the transport mission based on the determined transport mission characteristics; based on the determined transport mission characteristics and determined power demand, generate a vehicle usage profile (24) for a number of power split ratio settings (26) between the battery system and the fuel cell system, wherein the vehicle usage profile is defined by points on the pareto front (60) between fuel consumption (62) of the fuel cell system and a battery ageing parameter (64) of the battery system; determine an allowable battery ageing factor (30) of the battery system; identify, on the determined pareto front, a battery ageing penalty value (70) that provides a desirable power split ratio between the battery system and the fuel cell system for performing the upcoming transport mission, and use the identified battery ageing penalty value as a control measure (72) for the powertrain system.

2. The computer system of claim 1, wherein the allowable battery ageing factor for the battery system is indicative of a maximum tolerated battery throughput.

3. The computer system of claim 1 or claim 2, wherein the pareto front is constructed between the desired level of hydrogen fuel consumption of the fuel cell system, the determined allowable battery ageing factor of the battery system and any one of a predicted fuel cell cycling and fuel cell power extraction.

4. The computer system of any claims 1 to 3, wherein the vehicle usage profile for a number of power split ratio settings between the battery system and the fuel cell system is generated by applying a multi -objective optimization algorithm.

5. The computer system of any claims 1 to 4, wherein the battery ageing penalty value is a battery throughput penalty value.

6. The computer system of any claims 1 to 5, wherein the battery ageing penalty value is identified from the pareto front by taking the crossing point between a maximum allowed battery ageing factor and one of the power split ratio settings of the generated vehicle usage profile.

7. The computer system of any claims 1 to 6, wherein, the identification of the battery ageing penalty value as a control measure for the powertrain system is performed ahead of commencing the transport mission or during the transport mission.

8. The computer system of any claims 1 to 7, wherein the processing circuitry is further configured to use the identified battery ageing penalty value as a control measure in a power split controller (50) of the powertrain system, wherein the identified battery ageing penalty value is applied to adjust the power split ratio between the battery system and the fuel cell system for performing the transport mission.

9. The computer system of any claims 1 to 8, wherein the processing circuitry is configured to generate a set of vehicle usage profiles (24a to 24n) for a number of power split ratio settings between the battery system and the fuel cell system for a plurality of vehicles with different gross combined weight, the vehicle usage profilesbeing generated based on the determined transport mission characteristics and determined power demand.

10. The computer system of any claims 1 to 9, wherein the processing circuitry is further configured to generate a vehicle usage profile based on historical vehicle usage data of a vehicle having completed a similar transport mission.

11. The computer system of any claims 1 to 10, wherein the power demand for performing the transport mission based on the determined transport mission characteristics is determined by applying a vehicle model containing at least the transport mission characteristics and one or more vehicle data.

12. A system (90) comprising the computer system of any of claims 1-11 and a powertrain system (12) of a vehicle (10), the powertrain system having a battery system (14), a fuel cell system (16) and one or more electric machines (18) electrically connected to the battery system and the fuel cell system.

13. A vehicle (1) comprising the computer system of any of claims 1-11 and / or a system according to claim 12.

14. A computer-implemented method (300) for controlling energy or power utilization from a powertrain system (12) of a vehicle (10), the powertrain system having a battery system (14), a fuel cell system (16) and one or more electric machines (18) connected to the battery system and the fuel cell system, the method comprising: determining (S20) transport mission characteristics for an upcoming transport mission for the vehicle based on transport mission data containing at least gross combined weight (GCW) of the vehicle, topology data of an intended route for the transport mission and vehicle speed under the transport mission; determining (S30) a power demand for performing the transport mission based on the determined transport mission characteristics;based on the determined transport mission characteristics and determined power demand, generating (S40) a vehicle usage profile for a number of power split ratio settings between the battery system and the fuel cell system, wherein the vehicle usage profile is defined by points on the pareto front between fuel consumption of the fuel cell system and a battery ageing parameter of the battery system; determining (S50) an allowable battery ageing factor of the battery system; identifying (S60), on the determined pareto front, a battery ageing penalty value that provides a desirable power split ratio between the battery system and the fuel cell system for performing the upcoming transport mission, and using (S70) the identified battery ageing penalty value as a control measure for the powertrain system.

15. A computer program product comprising program code for performing, when executed by the processing circuitry of any of claims 1-11, the method of claim 14.

16. A non-transitory computer-readable storage medium comprising instructions, which when executed by the processing circuitry of any of claims 1-11, cause the processing circuitry to perform the method of 14.

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